TY - RPRT T1 - ST. JOHNS RIVER CROSSING, CLAY AND ST. JOHNS COUNTIES, FLORIDA. [Part 1 of 2] T2 - ST. JOHNS RIVER CROSSING, CLAY AND ST. JOHNS COUNTIES, FLORIDA. AN - 756827161; 14270-090451_0001 AB - PURPOSE: Construction of a limited access roadway and bridge crossing of the St. Johns River between Clay and St. Johns counties in northeast Florida are proposed. The project area focuses on the communities south of Duval County and the Jacksonville metropolitan area where a large amount of residential development is occurring. Although the areas north and south are served by wider bridge crossings of the St. Johns River, the two-lane Shands Bridge that carries State Road (SR) 16 and services the population in this area is the only bridge between the eight-lane Buckman Bridge to the north and the four-lane United States (US) 17 bridge nearly 30 miles farther south in Palatka. Within the project area, connection points for a new route that could reasonably be expected to carry additional traffic are Branan Field-Chaffee Road (SR 23) west of the river and Interstate 95 (I-95) east of the river. Ten build alternatives and a No Build Alternative are evaluated in this draft EIS. All Build Alternatives would involve a new bridge across the St. Johns River. The two northern alternatives (Black and Purple Alternatives) would cross the river north of Green Cove Springs, and the existing Shands Bridge to the south would remain in place. The eight southern alternatives (Brown 1 and 2, Orange 1 and 2, Green 1 and 2, and Pink 1 and 2 Alternatives) would cross the river near the existing Shands Bridge, which would be removed after the new bridge was completed. For any of the build alternatives, the proposed project would consist of four, six, or eight lanes within a 324-foot-wide right-of-way. Based on input from scoping, local jurisdictions, and alternative analysis, the Pink 1 Alternative has been identified as the locally preferred alternative. Estimated costs ranging from $1.9 billion for the Pink 1 Alternative to $2.5 billion for the Black Alternative would make the project untenable using traditional methods of finance, while a preliminary toll revenue and feasibility study indicates that the St. Johns River Crossing Project would not be toll-feasible as a stand-alone project under any of the build alternatives. Thus, for tolling purposes only, this project will be combined with the Branan Field-Chaffee Road (SR 23) Project. This combined toll route would form a beltway outside of the I-295 loop from I-10 to I-95 and would make the St. Johns River Crossing Project toll-feasible. POSITIVE IMPACTS: Construction of the new alignment would provide additional capacity to improve current and future transportation network deficiencies in the near term and would help alleviate congestion. Providing access for residents to local employment centers would aid in promoting and supporting economic development and an improved crossing of the St. Johns River would result in more efficient emergency evacuation. NEGATIVE IMPACTS: The build alternatives would impact 1,163 to 1,812 acres of wetlands, 1,395 to 2,044 acres of wildlife habitat, and 18 to 46 acres of aquatic resources. Right-of-way requirements would convert 1,301 to1,907 total acres and displace or relocate 31 to 58 properties, including up to 34 that would impact the minority and low-income population. Noise impacts would range from 27 to 35 sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090451, Draft EIS--347 pages, Technical Reports--CD-ROM, December 28, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-09-02-D KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Surveys KW - Demolition KW - Highways KW - Hurricanes KW - Navigation KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Saint Johns River KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827161?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ST.+JOHNS+RIVER+CROSSING%2C+CLAY+AND+ST.+JOHNS+COUNTIES%2C+FLORIDA.&rft.title=ST.+JOHNS+RIVER+CROSSING%2C+CLAY+AND+ST.+JOHNS+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Draft. Preparation date: December 28, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ST. JOHNS RIVER CROSSING, CLAY AND ST. JOHNS COUNTIES, FLORIDA. [Part 2 of 2] T2 - ST. JOHNS RIVER CROSSING, CLAY AND ST. JOHNS COUNTIES, FLORIDA. AN - 756827157; 14270-090451_0002 AB - PURPOSE: Construction of a limited access roadway and bridge crossing of the St. Johns River between Clay and St. Johns counties in northeast Florida are proposed. The project area focuses on the communities south of Duval County and the Jacksonville metropolitan area where a large amount of residential development is occurring. Although the areas north and south are served by wider bridge crossings of the St. Johns River, the two-lane Shands Bridge that carries State Road (SR) 16 and services the population in this area is the only bridge between the eight-lane Buckman Bridge to the north and the four-lane United States (US) 17 bridge nearly 30 miles farther south in Palatka. Within the project area, connection points for a new route that could reasonably be expected to carry additional traffic are Branan Field-Chaffee Road (SR 23) west of the river and Interstate 95 (I-95) east of the river. Ten build alternatives and a No Build Alternative are evaluated in this draft EIS. All Build Alternatives would involve a new bridge across the St. Johns River. The two northern alternatives (Black and Purple Alternatives) would cross the river north of Green Cove Springs, and the existing Shands Bridge to the south would remain in place. The eight southern alternatives (Brown 1 and 2, Orange 1 and 2, Green 1 and 2, and Pink 1 and 2 Alternatives) would cross the river near the existing Shands Bridge, which would be removed after the new bridge was completed. For any of the build alternatives, the proposed project would consist of four, six, or eight lanes within a 324-foot-wide right-of-way. Based on input from scoping, local jurisdictions, and alternative analysis, the Pink 1 Alternative has been identified as the locally preferred alternative. Estimated costs ranging from $1.9 billion for the Pink 1 Alternative to $2.5 billion for the Black Alternative would make the project untenable using traditional methods of finance, while a preliminary toll revenue and feasibility study indicates that the St. Johns River Crossing Project would not be toll-feasible as a stand-alone project under any of the build alternatives. Thus, for tolling purposes only, this project will be combined with the Branan Field-Chaffee Road (SR 23) Project. This combined toll route would form a beltway outside of the I-295 loop from I-10 to I-95 and would make the St. Johns River Crossing Project toll-feasible. POSITIVE IMPACTS: Construction of the new alignment would provide additional capacity to improve current and future transportation network deficiencies in the near term and would help alleviate congestion. Providing access for residents to local employment centers would aid in promoting and supporting economic development and an improved crossing of the St. Johns River would result in more efficient emergency evacuation. NEGATIVE IMPACTS: The build alternatives would impact 1,163 to 1,812 acres of wetlands, 1,395 to 2,044 acres of wildlife habitat, and 18 to 46 acres of aquatic resources. Right-of-way requirements would convert 1,301 to1,907 total acres and displace or relocate 31 to 58 properties, including up to 34 that would impact the minority and low-income population. Noise impacts would range from 27 to 35 sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090451, Draft EIS--347 pages, Technical Reports--CD-ROM, December 28, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-09-02-D KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Surveys KW - Demolition KW - Highways KW - Hurricanes KW - Navigation KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Saint Johns River KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827157?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ST.+JOHNS+RIVER+CROSSING%2C+CLAY+AND+ST.+JOHNS+COUNTIES%2C+FLORIDA.&rft.title=ST.+JOHNS+RIVER+CROSSING%2C+CLAY+AND+ST.+JOHNS+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Draft. Preparation date: December 28, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ST. JOHNS RIVER CROSSING, CLAY AND ST. JOHNS COUNTIES, FLORIDA. AN - 16373797; 14270 AB - PURPOSE: Construction of a limited access roadway and bridge crossing of the St. Johns River between Clay and St. Johns counties in northeast Florida are proposed. The project area focuses on the communities south of Duval County and the Jacksonville metropolitan area where a large amount of residential development is occurring. Although the areas north and south are served by wider bridge crossings of the St. Johns River, the two-lane Shands Bridge that carries State Road (SR) 16 and services the population in this area is the only bridge between the eight-lane Buckman Bridge to the north and the four-lane United States (US) 17 bridge nearly 30 miles farther south in Palatka. Within the project area, connection points for a new route that could reasonably be expected to carry additional traffic are Branan Field-Chaffee Road (SR 23) west of the river and Interstate 95 (I-95) east of the river. Ten build alternatives and a No Build Alternative are evaluated in this draft EIS. All Build Alternatives would involve a new bridge across the St. Johns River. The two northern alternatives (Black and Purple Alternatives) would cross the river north of Green Cove Springs, and the existing Shands Bridge to the south would remain in place. The eight southern alternatives (Brown 1 and 2, Orange 1 and 2, Green 1 and 2, and Pink 1 and 2 Alternatives) would cross the river near the existing Shands Bridge, which would be removed after the new bridge was completed. For any of the build alternatives, the proposed project would consist of four, six, or eight lanes within a 324-foot-wide right-of-way. Based on input from scoping, local jurisdictions, and alternative analysis, the Pink 1 Alternative has been identified as the locally preferred alternative. Estimated costs ranging from $1.9 billion for the Pink 1 Alternative to $2.5 billion for the Black Alternative would make the project untenable using traditional methods of finance, while a preliminary toll revenue and feasibility study indicates that the St. Johns River Crossing Project would not be toll-feasible as a stand-alone project under any of the build alternatives. Thus, for tolling purposes only, this project will be combined with the Branan Field-Chaffee Road (SR 23) Project. This combined toll route would form a beltway outside of the I-295 loop from I-10 to I-95 and would make the St. Johns River Crossing Project toll-feasible. POSITIVE IMPACTS: Construction of the new alignment would provide additional capacity to improve current and future transportation network deficiencies in the near term and would help alleviate congestion. Providing access for residents to local employment centers would aid in promoting and supporting economic development and an improved crossing of the St. Johns River would result in more efficient emergency evacuation. NEGATIVE IMPACTS: The build alternatives would impact 1,163 to 1,812 acres of wetlands, 1,395 to 2,044 acres of wildlife habitat, and 18 to 46 acres of aquatic resources. Right-of-way requirements would convert 1,301 to1,907 total acres and displace or relocate 31 to 58 properties, including up to 34 that would impact the minority and low-income population. Noise impacts would range from 27 to 35 sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090451, Draft EIS--347 pages, Technical Reports--CD-ROM, December 28, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-09-02-D KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Surveys KW - Demolition KW - Highways KW - Hurricanes KW - Navigation KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Saint Johns River KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16373797?accountid=14244 L2 - http://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=2009-12-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ST.+JOHNS+RIVER+CROSSING%2C+CLAY+AND+ST.+JOHNS+COUNTIES%2C+FLORIDA.&rft.title=ST.+JOHNS+RIVER+CROSSING%2C+CLAY+AND+ST.+JOHNS+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Draft. Preparation date: December 28, 2009 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Monitoring Bioaugmenation with Single-Well Push-Pull Tests in Sediment Systems Contaminated with Trichloroethene AN - 754544687; 13268652 AB - Bioaugmentation to enhance the rate and extent of reductive dechlorination of chlorinated ethenes was investigated in intermediate (1 m) scale physical aquifer models (PAMs) designed to simulate the groundwater flow field near an injection well. Push-pull tests were used to quantify the reductive dechlorination of injected trichloroethene (TCE) and trichlorofluoroethene (TCFE) in prepared sediment packs with and without an added dechlorinating culture containing Dehalococcoides spp. Distribution of the added culture throughout the sediment pack was confirmed by microscopic observation. Repeated additions of TCE (100-350 *mM) were completely transformed to ethene in 14 days and a subsequent TCFE addition (114 *mM) was completely transformed to fluoroethene (FE) in 24 days. Similar transformation rates, product distributions, and time courses for TCE and TCFE transformation were observed when these compounds were added together at similar initial concentrations. In the control PAM (nonbioaugmented), TCE and TCFE were transformed to only cis-DCE and cis-DCFE, respectively, and transformation rates were 6-12 times slower than those in the bioaugmented PAM. The use of TCFE for push-pull tests is shown to be an effective tool for detecting and quantifying the effects of bioaugmentation on TCE transformation. JF - Environmental Science & Technology AU - Lee, Jae-Hyuk AU - Dolan, Mark AU - Field, Jennifer AU - Istok, Jonathan AD - California Department of Transportation, Marysville, California, School of Chemical, Biological, and Environmental Engineering, Department of Environmental and Molecular Toxicology, and School of Civil and Construction Engineering, Oregon State University, Corvallis, Oregon 97331 Y1 - 2009/12/23/ PY - 2009 DA - 2009 Dec 23 SP - 1085 EP - 1092 PB - American Chemical Society, 1155 16th St., NW Washington DC 20036 USA VL - 44 IS - 3 SN - 0013-936X, 0013-936X KW - Pollution Abstracts; Environment Abstracts; Aqualine Abstracts; Water Resources Abstracts KW - Aquifers KW - Dehalococcoides KW - Sediment Contamination KW - Trichloroethylene KW - Testing Procedures KW - Sediment pollution KW - Dechlorination KW - Injection wells KW - Sediments KW - Cultures KW - Monitoring KW - Groundwater KW - Groundwater Movement KW - P 2000:FRESHWATER POLLUTION KW - SW 3010:Identification of pollutants KW - AQ 00008:Effects of Pollution KW - ENA 02:Toxicology & Environmental Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/754544687?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Environmental+Science+%26+Technology&rft.atitle=Monitoring+Bioaugmenation+with+Single-Well+Push-Pull+Tests+in+Sediment+Systems+Contaminated+with+Trichloroethene&rft.au=Lee%2C+Jae-Hyuk%3BDolan%2C+Mark%3BField%2C+Jennifer%3BIstok%2C+Jonathan&rft.aulast=Lee&rft.aufirst=Jae-Hyuk&rft.date=2009-12-23&rft.volume=44&rft.issue=3&rft.spage=1085&rft.isbn=&rft.btitle=&rft.title=Environmental+Science+%26+Technology&rft.issn=0013936X&rft_id=info:doi/10.1021%2Fes9019645 L2 - http://pubs.acs.org/doi/abs/10.1021/es9019645 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-08-01 N1 - Last updated - 2015-10-28 N1 - SubjectsTermNotLitGenreText - Aquifers; Dechlorination; Sediment pollution; Injection wells; Groundwater; Testing Procedures; Cultures; Sediment Contamination; Trichloroethylene; Monitoring; Groundwater Movement; Sediments; Dehalococcoides DO - http://dx.doi.org/10.1021/es9019645 ER - TY - RPRT T1 - SOUTH PARK BRIDGE PROJECT, KING COUNTY, WASHINGTON. [Part 1 of 2] T2 - SOUTH PARK BRIDGE PROJECT, KING COUNTY, WASHINGTON. AN - 756827399; 14269-090448_0001 AB - PURPOSE: The rehabilitation or replacement of the historic South Park Bridge over the Duwamish Waterway at 14th/16 Avenue South in Seattle, King County, Washington is proposed. The existing 74-year-old bridge, which constitutes a vital link in the regional transportation system, is characterized by increasing seismic vulnerability and a generally deteriorating condition. Moreover, the bridge is located at the upstream limits of an area characterized by heavy industrial uses along the waterway, which is a federally maintained navigation channel of regional importance. Five alternatives, including a No Action Alternative, are considered in this final EIS. The No Action Alternative would involve demolition of the existing bridge, without providing for a replacement. The action alternatives include rehabilitation of the existing bridge, a new bascule bridge, or one of two fixed-span structures, differing in height and navigational clearance. Demolition and construction activities for any of the replacement alternatives would extend over two to three years, while simple bridge demolition under the No Action Alternative would require eight months. Under the preferred alternative, a new 915-foot-long movable-span bridge would be constructed downriver of the existing bridge. The new bridge deck of the bascule leaves would be a solid surface to improve vehicle traction and control stormwater runoff. Total project cost of the Bascule Bridge Alternative is estimated at $150 million in 2010 dollars. POSITIVE IMPACTS: The construction of a new bridge would provide a reasonable long-term solution to address the deteriorating condition and increasing seismic vulnerability of the existing bridge and would maintain a vital transportation linkage across the waterway for cars, trucks, buses, bicyclists, and pedestrians, while leaving the waterway open to maritime navigation for freight transport. The bascule bridge design would not impose height limits for vessels passing under the bridge. NEGATIVE IMPACTS: Demolition of the existing bridge would result in the loss of a structure eligible for inclusion in the National Register of Historic Places. Implementation of the preferred alternative would require the acquisition of six parcels and five existing buildings would be demolished on the South Park side of the project area to accommodate the new bridge alignment. Bottom habitat in the Duwamish Waterway would be lost and the riverine fishery would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0129D, Volume 30, Number 1. JF - EPA number: 090448, Final EIS--319 pages and maps, Appendices--CD-ROM, December 22, 2009 PY - 2009 VL - 1 KW - Water KW - Agency number: FHWA-WA-EIS-05-02-F KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Bridges KW - Demolition KW - Fish KW - Health Hazard Analyses KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Hydraulic Assessments KW - Navigation KW - Relocations-Property Acquisitions KW - Rivers KW - Section 106 Statements KW - Section 4(f) Statements KW - Seismology KW - Transportation KW - Visual Resources KW - Waterways KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 12898, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827399?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+PARK+BRIDGE+PROJECT%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=SOUTH+PARK+BRIDGE+PROJECT%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH PARK BRIDGE PROJECT, KING COUNTY, WASHINGTON. [Part 2 of 2] T2 - SOUTH PARK BRIDGE PROJECT, KING COUNTY, WASHINGTON. AN - 756827059; 14269-090448_0002 AB - PURPOSE: The rehabilitation or replacement of the historic South Park Bridge over the Duwamish Waterway at 14th/16 Avenue South in Seattle, King County, Washington is proposed. The existing 74-year-old bridge, which constitutes a vital link in the regional transportation system, is characterized by increasing seismic vulnerability and a generally deteriorating condition. Moreover, the bridge is located at the upstream limits of an area characterized by heavy industrial uses along the waterway, which is a federally maintained navigation channel of regional importance. Five alternatives, including a No Action Alternative, are considered in this final EIS. The No Action Alternative would involve demolition of the existing bridge, without providing for a replacement. The action alternatives include rehabilitation of the existing bridge, a new bascule bridge, or one of two fixed-span structures, differing in height and navigational clearance. Demolition and construction activities for any of the replacement alternatives would extend over two to three years, while simple bridge demolition under the No Action Alternative would require eight months. Under the preferred alternative, a new 915-foot-long movable-span bridge would be constructed downriver of the existing bridge. The new bridge deck of the bascule leaves would be a solid surface to improve vehicle traction and control stormwater runoff. Total project cost of the Bascule Bridge Alternative is estimated at $150 million in 2010 dollars. POSITIVE IMPACTS: The construction of a new bridge would provide a reasonable long-term solution to address the deteriorating condition and increasing seismic vulnerability of the existing bridge and would maintain a vital transportation linkage across the waterway for cars, trucks, buses, bicyclists, and pedestrians, while leaving the waterway open to maritime navigation for freight transport. The bascule bridge design would not impose height limits for vessels passing under the bridge. NEGATIVE IMPACTS: Demolition of the existing bridge would result in the loss of a structure eligible for inclusion in the National Register of Historic Places. Implementation of the preferred alternative would require the acquisition of six parcels and five existing buildings would be demolished on the South Park side of the project area to accommodate the new bridge alignment. Bottom habitat in the Duwamish Waterway would be lost and the riverine fishery would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0129D, Volume 30, Number 1. JF - EPA number: 090448, Final EIS--319 pages and maps, Appendices--CD-ROM, December 22, 2009 PY - 2009 VL - 2 KW - Water KW - Agency number: FHWA-WA-EIS-05-02-F KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Bridges KW - Demolition KW - Fish KW - Health Hazard Analyses KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Hydraulic Assessments KW - Navigation KW - Relocations-Property Acquisitions KW - Rivers KW - Section 106 Statements KW - Section 4(f) Statements KW - Seismology KW - Transportation KW - Visual Resources KW - Waterways KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 12898, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827059?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+PARK+BRIDGE+PROJECT%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=SOUTH+PARK+BRIDGE+PROJECT%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH PARK BRIDGE PROJECT, KING COUNTY, WASHINGTON. AN - 16384133; 14269 AB - PURPOSE: The rehabilitation or replacement of the historic South Park Bridge over the Duwamish Waterway at 14th/16 Avenue South in Seattle, King County, Washington is proposed. The existing 74-year-old bridge, which constitutes a vital link in the regional transportation system, is characterized by increasing seismic vulnerability and a generally deteriorating condition. Moreover, the bridge is located at the upstream limits of an area characterized by heavy industrial uses along the waterway, which is a federally maintained navigation channel of regional importance. Five alternatives, including a No Action Alternative, are considered in this final EIS. The No Action Alternative would involve demolition of the existing bridge, without providing for a replacement. The action alternatives include rehabilitation of the existing bridge, a new bascule bridge, or one of two fixed-span structures, differing in height and navigational clearance. Demolition and construction activities for any of the replacement alternatives would extend over two to three years, while simple bridge demolition under the No Action Alternative would require eight months. Under the preferred alternative, a new 915-foot-long movable-span bridge would be constructed downriver of the existing bridge. The new bridge deck of the bascule leaves would be a solid surface to improve vehicle traction and control stormwater runoff. Total project cost of the Bascule Bridge Alternative is estimated at $150 million in 2010 dollars. POSITIVE IMPACTS: The construction of a new bridge would provide a reasonable long-term solution to address the deteriorating condition and increasing seismic vulnerability of the existing bridge and would maintain a vital transportation linkage across the waterway for cars, trucks, buses, bicyclists, and pedestrians, while leaving the waterway open to maritime navigation for freight transport. The bascule bridge design would not impose height limits for vessels passing under the bridge. NEGATIVE IMPACTS: Demolition of the existing bridge would result in the loss of a structure eligible for inclusion in the National Register of Historic Places. Implementation of the preferred alternative would require the acquisition of six parcels and five existing buildings would be demolished on the South Park side of the project area to accommodate the new bridge alignment. Bottom habitat in the Duwamish Waterway would be lost and the riverine fishery would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0129D, Volume 30, Number 1. JF - EPA number: 090448, Final EIS--319 pages and maps, Appendices--CD-ROM, December 22, 2009 PY - 2009 KW - Water KW - Agency number: FHWA-WA-EIS-05-02-F KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Bridges KW - Demolition KW - Fish KW - Health Hazard Analyses KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Hydraulic Assessments KW - Navigation KW - Relocations-Property Acquisitions KW - Rivers KW - Section 106 Statements KW - Section 4(f) Statements KW - Seismology KW - Transportation KW - Visual Resources KW - Waterways KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Executive Order 12898, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16384133?accountid=14244 L2 - http://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=2009-12-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+PARK+BRIDGE+PROJECT%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=SOUTH+PARK+BRIDGE+PROJECT%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 17 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873130455; 14268-7_0017 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 17 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130455?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 16 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873130449; 14268-7_0016 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 16 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130449?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 15 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873130443; 14268-7_0015 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 15 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130443?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 14 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873130434; 14268-7_0014 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 14 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130434?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 13 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873130424; 14268-7_0013 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 13 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130424?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 11 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873130231; 14268-7_0011 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 11 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130231?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 10 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873130220; 14268-7_0010 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 10 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130220?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 9 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873130208; 14268-7_0009 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 9 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130208?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 25 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873129954; 14268-7_0025 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 25 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129954?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 24 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873129934; 14268-7_0024 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 24 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129934?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 23 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873129914; 14268-7_0023 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 23 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129914?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 22 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873129895; 14268-7_0022 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 22 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129895?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 21 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873129878; 14268-7_0021 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 21 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129878?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 20 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873129853; 14268-7_0020 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 20 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129853?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 3 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873129826; 14268-7_0003 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 3 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129826?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 26 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873128408; 14268-7_0026 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 26 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128408?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 8 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873128404; 14268-7_0008 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 8 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128404?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 7 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873128398; 14268-7_0007 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 7 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128398?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 6 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873128388; 14268-7_0006 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 6 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128388?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 5 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873128383; 14268-7_0005 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 5 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128383?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 19 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873128370; 14268-7_0019 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 19 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128370?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 2 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873128361; 14268-7_0002 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 2 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128361?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. [Part 1 of 26] T2 - FOLEY LAND CUT PORTION OF THE GULF INTRACOASTAL WATERWAY, GULF SHORES AND ORANGE BEACH, BALDWIN COUNTY, ALABAMA. AN - 873128354; 14268-7_0001 AB - PURPOSE: Issuance of federal permits for the development of 17 marinas along the Foley Land Cut (FLC) portion of the Gulf Intracoastal Waterway (GIWW) in southern Baldwin County, Alabama is proposed. The FLC is a federally authorized and maintained commercial shipping channel extending approximately 10 miles from Wolf Bay in the east to Oyster Bay in the west. The majority of the FLC is within the city limits of Gulf Shores; and the area east of the Foley Beach Expressway is in the city limits of Orange Beach. The permit applications submitted propose construction of 15 mixed-use developments along the FLC consisting of 17 marinas, in excess of 16,700 condominium units, 1,722 wet boat slips, 1,742 dry boat storage spaces, various commercial establishments, support facilities, and resort amenities such as pools, boardwalks, and restroom facilities. The proposed projects would be situated in south Baldwin County on 15 parcels of land, of which 14 are along the northern shoreline of the FLC and are generally bounded to the north by Baldwin County Road 4. The fifteenth parcel of land proposed for development lies along the Oyster Bay southern shoreline, south of the FLC. Key issues identified during scoping include those related to waterway capacity, socioeconomic impacts, infrastructure impacts, biological and natural resources, water quality, and hurricane evacuation. Three alternatives, including a No Action alternative (Alternative 1), are considered in this final EIS. The Maximum Boat Slip Alternative (Alternative 2) would approve permits for up to 3,093 boat slips on the FLC through the year 2025. The Minimum Boat Slip Alternative (Alternative 3), which is the preferred alternative, would initially approve permits for 1,818 boat slips through the first year of construction, with the option of phasing in 1,150 additional boat slips until the maximum number of slips (3,093) was reached. POSITIVE IMPACTS: Implementation would meet the market demand for resort locations with waterfront location and access but less exposure to hurricane damage, for wet and dry storage of watercraft, and for convenient and safe access to recreational boating and fishing. The marina facilities would complement on-site mixed-use resort communities. Development would have beneficial economic impacts and provide additional recreational, retail, and commercial facilities and services. NEGATIVE IMPACTS: Construction of the proposed projects would impact approximately 711 acres and require excavation of approximately 3.1 million cubic yards of material from uplands, wetlands, and waterbottoms. Undeveloped pine habitat and narrow marsh fringe along the northern shoreline of the FLC would be replaced by impervious land cover. A total of 2.06 acres of wetlands would be impacted by dredging and filling. Full development would bring an expected increase of approximately 85,640 vehicles per day on roads and would increase the hurricane-evacuating population to 283,000. Public shelter demand in the event of a hurricane would increase from 17,500 to 19,800 evacuees. Implementation would more than double boat traffic on the FLC and noise levels would increase accordingly. Increased light pollution would impair boater vision and increase the risk of accidents. Development and population growth could reduce available groundwater and lead to possible saltwater intrusion. Implementation would degrade visual aesthetics. Increased density of boats on the FLC would raise the potential for conflicts between recreational and commercial boaters and boating accidents. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0140D, Volume 33, Number 2. JF - EPA number: 090447, 246 pages, CD-ROM, December 18, 2009 PY - 2009 VL - 1 KW - Water KW - Channels KW - Coastal Zones KW - Community Development KW - Dredging KW - Easements KW - Harbors KW - Hurricanes KW - Navigation KW - Noise KW - Recreation Facilities KW - Resorts KW - Safety KW - Salinity KW - Visual Resources KW - Water Quality KW - Water Supply KW - Waterways KW - Wetlands KW - Alabama KW - Gulf Intracoastal Waterway KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128354?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.title=FOLEY+LAND+CUT+PORTION+OF+THE+GULF+INTRACOASTAL+WATERWAY%2C+GULF+SHORES+AND+ORANGE+BEACH%2C+BALDWIN+COUNTY%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SHELBY AVENUE/DEMONBREUN STREET (GATEWAY BOULEVARD) CORRIDOR, NASHVILLE, DAVIDSON COUNTY, TENNESSEE. [Part 1 of 1] T2 - SHELBY AVENUE/DEMONBREUN STREET (GATEWAY BOULEVARD) CORRIDOR, NASHVILLE, DAVIDSON COUNTY, TENNESSEE. AN - 756826752; 14263-090441_0001 AB - PURPOSE: The construction of an urban boulevard in the southern portion of downtown Nashville, Davidson County, Tennessee, is proposed. The new boulevard would extend from the existing western terminus of Korean Veterans Boulevard (formerly known as Gateway Boulevard) at 4th Avenue westward to 8th Avenue for a distance of about 0.31 mile. The current action was evaluated as part of the EIS for the Shelby Avenue / Demonbreun Street corridor and a Record of Decision (ROD) designating the selected alternative for the corridor was issued in 1998. Since the issuance of the ROD, several portions of the Shelby Avenue / Demonbreun Street corridor (since referred to as Gateway Boulevard) have been completed, including the replacement bridge over the Cumberland River, which was referred to as Gateway Bridge when it opened in May 2004, and the new Demonbreun Street Viaduct, which was completed in 2006 on the original alignment. Substantial new development, both public and private, has occurred in the project vicinity. This supplemental EIS to the approved EIS and ROD addresses the portion of the ROD's selected alternative that has not been constructed and evaluates the remainder of the project in light of the extensive land use changes in the project area since the ROD was issued. The proposed project is a refinement of the 1998 selected alternative that would complete Gateway Boulevard between 4th Avenue and 8th Avenue, with a slight modification in its alignment. The proposed refinement would shift the alignment of the roadway slightly south of the existing Franklin and Shirley streets providing for a more coordinated traffic pattern by combining the two previously proposed signalized intersections (Gateway Boulevard/8th Avenue and 8th Avenue/Lafayette Street) into a single-point intersection. Two alternatives, a No-Build Alternative and a Build Alternative, are considered in this final supplemental EIS. Under the Build Alternative, two possible options for the new Gateway Boulevard intersection at 8th Avenue, a multi-lane roundabout and a traditional signalized intersection, are analyzed. The multi-lane roundabout terminus is the preferred alternative. POSITIVE IMPACTS: The project would enhance transportation linkages in the central business district (CBD) with connections to major interstate routes and improve accessibility to the southern portion of the CBD, in particular in the south of Broadway Avenue area. The new boulevard would resolve several transportation needs including an incomplete network of existing east-west roads south of Broadway, a poorly aligned intersection at Korean Veterans Boulevard and 4th Avenue and Franklin Street, and the poor level of access along the exiting roadways to serve new development as well as redevelopment occurring in the south of Broadway area. NEGATIVE IMPACTS: The preferred alternative for the proposed project would result in the relocation of seven active businesses and would displace a non-profit entertainment facility. The project would also result in the total or partial take of commercial parking lots and between 145 and 167 off-street parking spaces. Five sites within the project limits would have the potential for contamination by hazardous materials. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final environmental statements, see 96-0171D, Volume 20, Number 2 and 98-0260F, Volume 22, Number 3, respectively. For the abstract of the supplemental draft EIS, see 09-0316D, Volume 33, Number 3. JF - EPA number: 090441, 197 pages, December 17, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-96-01-FS KW - Central Business Districts KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Traffic Analyses KW - Tennessee KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826752?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SHELBY+AVENUE%2FDEMONBREUN+STREET+%28GATEWAY+BOULEVARD%29+CORRIDOR%2C+NASHVILLE%2C+DAVIDSON+COUNTY%2C+TENNESSEE.&rft.title=SHELBY+AVENUE%2FDEMONBREUN+STREET+%28GATEWAY+BOULEVARD%29+CORRIDOR%2C+NASHVILLE%2C+DAVIDSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 17, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SHELBY AVENUE/DEMONBREUN STREET (GATEWAY BOULEVARD) CORRIDOR, NASHVILLE, DAVIDSON COUNTY, TENNESSEE. AN - 16367061; 14263 AB - PURPOSE: The construction of an urban boulevard in the southern portion of downtown Nashville, Davidson County, Tennessee, is proposed. The new boulevard would extend from the existing western terminus of Korean Veterans Boulevard (formerly known as Gateway Boulevard) at 4th Avenue westward to 8th Avenue for a distance of about 0.31 mile. The current action was evaluated as part of the EIS for the Shelby Avenue / Demonbreun Street corridor and a Record of Decision (ROD) designating the selected alternative for the corridor was issued in 1998. Since the issuance of the ROD, several portions of the Shelby Avenue / Demonbreun Street corridor (since referred to as Gateway Boulevard) have been completed, including the replacement bridge over the Cumberland River, which was referred to as Gateway Bridge when it opened in May 2004, and the new Demonbreun Street Viaduct, which was completed in 2006 on the original alignment. Substantial new development, both public and private, has occurred in the project vicinity. This supplemental EIS to the approved EIS and ROD addresses the portion of the ROD's selected alternative that has not been constructed and evaluates the remainder of the project in light of the extensive land use changes in the project area since the ROD was issued. The proposed project is a refinement of the 1998 selected alternative that would complete Gateway Boulevard between 4th Avenue and 8th Avenue, with a slight modification in its alignment. The proposed refinement would shift the alignment of the roadway slightly south of the existing Franklin and Shirley streets providing for a more coordinated traffic pattern by combining the two previously proposed signalized intersections (Gateway Boulevard/8th Avenue and 8th Avenue/Lafayette Street) into a single-point intersection. Two alternatives, a No-Build Alternative and a Build Alternative, are considered in this final supplemental EIS. Under the Build Alternative, two possible options for the new Gateway Boulevard intersection at 8th Avenue, a multi-lane roundabout and a traditional signalized intersection, are analyzed. The multi-lane roundabout terminus is the preferred alternative. POSITIVE IMPACTS: The project would enhance transportation linkages in the central business district (CBD) with connections to major interstate routes and improve accessibility to the southern portion of the CBD, in particular in the south of Broadway Avenue area. The new boulevard would resolve several transportation needs including an incomplete network of existing east-west roads south of Broadway, a poorly aligned intersection at Korean Veterans Boulevard and 4th Avenue and Franklin Street, and the poor level of access along the exiting roadways to serve new development as well as redevelopment occurring in the south of Broadway area. NEGATIVE IMPACTS: The preferred alternative for the proposed project would result in the relocation of seven active businesses and would displace a non-profit entertainment facility. The project would also result in the total or partial take of commercial parking lots and between 145 and 167 off-street parking spaces. Five sites within the project limits would have the potential for contamination by hazardous materials. LEGAL MANDATES: National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final environmental statements, see 96-0171D, Volume 20, Number 2 and 98-0260F, Volume 22, Number 3, respectively. For the abstract of the supplemental draft EIS, see 09-0316D, Volume 33, Number 3. JF - EPA number: 090441, 197 pages, December 17, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-96-01-FS KW - Central Business Districts KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Traffic Analyses KW - Tennessee KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16367061?accountid=14244 L2 - http://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=2009-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SHELBY+AVENUE%2FDEMONBREUN+STREET+%28GATEWAY+BOULEVARD%29+CORRIDOR%2C+NASHVILLE%2C+DAVIDSON+COUNTY%2C+TENNESSEE.&rft.title=SHELBY+AVENUE%2FDEMONBREUN+STREET+%28GATEWAY+BOULEVARD%29+CORRIDOR%2C+NASHVILLE%2C+DAVIDSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 17, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AROOSTOOK COUNTY TRANSPORTATION STUDY, ROUTE 1-161 CONNECTOR, CARIBOU, AROOSTOOK COUNTY, MAINE. [Part 2 of 5] T2 - AROOSTOOK COUNTY TRANSPORTATION STUDY, ROUTE 1-161 CONNECTOR, CARIBOU, AROOSTOOK COUNTY, MAINE. AN - 853675646; 14261-090439_0002 AB - PURPOSE: The implementation of highway improvements within central and northeastern Aroostook County, Maine is proposed to improve transportation within the area and connections between this area and other portions of the US and Canada. The county suffers from a long-term loss of population, a high unemployment rate, and a lack of access to surrounding provinces. The Aroostook County Transportation Study (ACTS) area comprises the northeast corner of the state and is bounded on the south by Interstate 95 (I-95); on the west by Route 11; and on the north and east by the Canadian Province of New Brunswick. The study area is approximately 100 miles long and 25 to 40 miles wide, with a population of 70,576 people. The majority of the population lives in the Presque Isle-Caribou area in the central portion of the study area. The ACTS is a tiered study and four corridor alternatives and a No Action Alternative were considered in a draft EIS published in March, 2002. A supplemental draft EIS published in June, 2006 included Tier 1 analyses of the four corridor alternatives and analyses of three of 11 Tier 2 segments. Decision making regarding selection of an overall preferred corridor and the segments that would compose it is being deferred for an unspecified amount of time. Segment 4, the Route 1-161 Connector in Caribou, and Segment 7, a new 10-mile long bypass east of downtown Presque Isle, are being advanced as Tier 2 proposed actions. Six alignment options, a transportation system management alternative, and a No Action Alternative for the Route 1-161 Connector are evaluated in this final EIS. Under the preferred alternative (Alignment 4B), a new 2-lane controlled access highway would be constructed extending east and north from the Route 1/Route 89 intersection, crossing Route 1 north of the Cary Medical Center, and connecting to Route 161 at a point 1.25 miles south of Ogren Road. Sufficient right-of-way (300-foot width) would be acquired to allow the Route 1-161 Connector to be widened to four lanes in the future. POSITIVE IMPACTS: Implementation of the proposed project would improve travel times, decrease the volume of through trucks in downtown Caribou, improve safety at three high crash locations, provide better access to the north side of Caribou's downtown, and improve road network connectivity. NEGATIVE IMPACTS: Rights-of-way requirements would result in the loss of 3.4 acres of wetlands, 54 acres of forest, and 32 acres of active farmland. Up to 21 individual properties would be wholly or partially taken. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 02-0202D, Volume 26, Number 2 and 06-0430D, Volume 30, Number 3, respectively. JF - EPA number: 090439, Final EIS--306 pages, Figures and maps--57 pages, Final EIS and Appendices--CD-ROM, December 15, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-ME-EIS-02-01-F KW - Central Business Districts KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Canada KW - Maine KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/853675646?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+ROUTE+1-161+CONNECTOR%2C+CARIBOU%2C+AROOSTOOK+COUNTY%2C+MAINE.&rft.title=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+ROUTE+1-161+CONNECTOR%2C+CARIBOU%2C+AROOSTOOK+COUNTY%2C+MAINE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 15, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AROOSTOOK COUNTY TRANSPORTATION STUDY, ROUTE 1-161 CONNECTOR, CARIBOU, AROOSTOOK COUNTY, MAINE. [Part 1 of 5] T2 - AROOSTOOK COUNTY TRANSPORTATION STUDY, ROUTE 1-161 CONNECTOR, CARIBOU, AROOSTOOK COUNTY, MAINE. AN - 853675632; 14261-090439_0001 AB - PURPOSE: The implementation of highway improvements within central and northeastern Aroostook County, Maine is proposed to improve transportation within the area and connections between this area and other portions of the US and Canada. The county suffers from a long-term loss of population, a high unemployment rate, and a lack of access to surrounding provinces. The Aroostook County Transportation Study (ACTS) area comprises the northeast corner of the state and is bounded on the south by Interstate 95 (I-95); on the west by Route 11; and on the north and east by the Canadian Province of New Brunswick. The study area is approximately 100 miles long and 25 to 40 miles wide, with a population of 70,576 people. The majority of the population lives in the Presque Isle-Caribou area in the central portion of the study area. The ACTS is a tiered study and four corridor alternatives and a No Action Alternative were considered in a draft EIS published in March, 2002. A supplemental draft EIS published in June, 2006 included Tier 1 analyses of the four corridor alternatives and analyses of three of 11 Tier 2 segments. Decision making regarding selection of an overall preferred corridor and the segments that would compose it is being deferred for an unspecified amount of time. Segment 4, the Route 1-161 Connector in Caribou, and Segment 7, a new 10-mile long bypass east of downtown Presque Isle, are being advanced as Tier 2 proposed actions. Six alignment options, a transportation system management alternative, and a No Action Alternative for the Route 1-161 Connector are evaluated in this final EIS. Under the preferred alternative (Alignment 4B), a new 2-lane controlled access highway would be constructed extending east and north from the Route 1/Route 89 intersection, crossing Route 1 north of the Cary Medical Center, and connecting to Route 161 at a point 1.25 miles south of Ogren Road. Sufficient right-of-way (300-foot width) would be acquired to allow the Route 1-161 Connector to be widened to four lanes in the future. POSITIVE IMPACTS: Implementation of the proposed project would improve travel times, decrease the volume of through trucks in downtown Caribou, improve safety at three high crash locations, provide better access to the north side of Caribou's downtown, and improve road network connectivity. NEGATIVE IMPACTS: Rights-of-way requirements would result in the loss of 3.4 acres of wetlands, 54 acres of forest, and 32 acres of active farmland. Up to 21 individual properties would be wholly or partially taken. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 02-0202D, Volume 26, Number 2 and 06-0430D, Volume 30, Number 3, respectively. JF - EPA number: 090439, Final EIS--306 pages, Figures and maps--57 pages, Final EIS and Appendices--CD-ROM, December 15, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-ME-EIS-02-01-F KW - Central Business Districts KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Canada KW - Maine KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/853675632?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+ROUTE+1-161+CONNECTOR%2C+CARIBOU%2C+AROOSTOOK+COUNTY%2C+MAINE.&rft.title=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+ROUTE+1-161+CONNECTOR%2C+CARIBOU%2C+AROOSTOOK+COUNTY%2C+MAINE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 15, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AROOSTOOK COUNTY TRANSPORTATION STUDY, ROUTE 1-161 CONNECTOR, CARIBOU, AROOSTOOK COUNTY, MAINE. [Part 3 of 5] T2 - AROOSTOOK COUNTY TRANSPORTATION STUDY, ROUTE 1-161 CONNECTOR, CARIBOU, AROOSTOOK COUNTY, MAINE. AN - 853675584; 14261-090439_0003 AB - PURPOSE: The implementation of highway improvements within central and northeastern Aroostook County, Maine is proposed to improve transportation within the area and connections between this area and other portions of the US and Canada. The county suffers from a long-term loss of population, a high unemployment rate, and a lack of access to surrounding provinces. The Aroostook County Transportation Study (ACTS) area comprises the northeast corner of the state and is bounded on the south by Interstate 95 (I-95); on the west by Route 11; and on the north and east by the Canadian Province of New Brunswick. The study area is approximately 100 miles long and 25 to 40 miles wide, with a population of 70,576 people. The majority of the population lives in the Presque Isle-Caribou area in the central portion of the study area. The ACTS is a tiered study and four corridor alternatives and a No Action Alternative were considered in a draft EIS published in March, 2002. A supplemental draft EIS published in June, 2006 included Tier 1 analyses of the four corridor alternatives and analyses of three of 11 Tier 2 segments. Decision making regarding selection of an overall preferred corridor and the segments that would compose it is being deferred for an unspecified amount of time. Segment 4, the Route 1-161 Connector in Caribou, and Segment 7, a new 10-mile long bypass east of downtown Presque Isle, are being advanced as Tier 2 proposed actions. Six alignment options, a transportation system management alternative, and a No Action Alternative for the Route 1-161 Connector are evaluated in this final EIS. Under the preferred alternative (Alignment 4B), a new 2-lane controlled access highway would be constructed extending east and north from the Route 1/Route 89 intersection, crossing Route 1 north of the Cary Medical Center, and connecting to Route 161 at a point 1.25 miles south of Ogren Road. Sufficient right-of-way (300-foot width) would be acquired to allow the Route 1-161 Connector to be widened to four lanes in the future. POSITIVE IMPACTS: Implementation of the proposed project would improve travel times, decrease the volume of through trucks in downtown Caribou, improve safety at three high crash locations, provide better access to the north side of Caribou's downtown, and improve road network connectivity. NEGATIVE IMPACTS: Rights-of-way requirements would result in the loss of 3.4 acres of wetlands, 54 acres of forest, and 32 acres of active farmland. Up to 21 individual properties would be wholly or partially taken. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 02-0202D, Volume 26, Number 2 and 06-0430D, Volume 30, Number 3, respectively. JF - EPA number: 090439, Final EIS--306 pages, Figures and maps--57 pages, Final EIS and Appendices--CD-ROM, December 15, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-ME-EIS-02-01-F KW - Central Business Districts KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Canada KW - Maine KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/853675584?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+ROUTE+1-161+CONNECTOR%2C+CARIBOU%2C+AROOSTOOK+COUNTY%2C+MAINE.&rft.title=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+ROUTE+1-161+CONNECTOR%2C+CARIBOU%2C+AROOSTOOK+COUNTY%2C+MAINE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 15, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AROOSTOOK COUNTY TRANSPORTATION STUDY, ROUTE 1-161 CONNECTOR, CARIBOU, AROOSTOOK COUNTY, MAINE. [Part 5 of 5] T2 - AROOSTOOK COUNTY TRANSPORTATION STUDY, ROUTE 1-161 CONNECTOR, CARIBOU, AROOSTOOK COUNTY, MAINE. AN - 853675541; 14261-090439_0005 AB - PURPOSE: The implementation of highway improvements within central and northeastern Aroostook County, Maine is proposed to improve transportation within the area and connections between this area and other portions of the US and Canada. The county suffers from a long-term loss of population, a high unemployment rate, and a lack of access to surrounding provinces. The Aroostook County Transportation Study (ACTS) area comprises the northeast corner of the state and is bounded on the south by Interstate 95 (I-95); on the west by Route 11; and on the north and east by the Canadian Province of New Brunswick. The study area is approximately 100 miles long and 25 to 40 miles wide, with a population of 70,576 people. The majority of the population lives in the Presque Isle-Caribou area in the central portion of the study area. The ACTS is a tiered study and four corridor alternatives and a No Action Alternative were considered in a draft EIS published in March, 2002. A supplemental draft EIS published in June, 2006 included Tier 1 analyses of the four corridor alternatives and analyses of three of 11 Tier 2 segments. Decision making regarding selection of an overall preferred corridor and the segments that would compose it is being deferred for an unspecified amount of time. Segment 4, the Route 1-161 Connector in Caribou, and Segment 7, a new 10-mile long bypass east of downtown Presque Isle, are being advanced as Tier 2 proposed actions. Six alignment options, a transportation system management alternative, and a No Action Alternative for the Route 1-161 Connector are evaluated in this final EIS. Under the preferred alternative (Alignment 4B), a new 2-lane controlled access highway would be constructed extending east and north from the Route 1/Route 89 intersection, crossing Route 1 north of the Cary Medical Center, and connecting to Route 161 at a point 1.25 miles south of Ogren Road. Sufficient right-of-way (300-foot width) would be acquired to allow the Route 1-161 Connector to be widened to four lanes in the future. POSITIVE IMPACTS: Implementation of the proposed project would improve travel times, decrease the volume of through trucks in downtown Caribou, improve safety at three high crash locations, provide better access to the north side of Caribou's downtown, and improve road network connectivity. NEGATIVE IMPACTS: Rights-of-way requirements would result in the loss of 3.4 acres of wetlands, 54 acres of forest, and 32 acres of active farmland. Up to 21 individual properties would be wholly or partially taken. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 02-0202D, Volume 26, Number 2 and 06-0430D, Volume 30, Number 3, respectively. JF - EPA number: 090439, Final EIS--306 pages, Figures and maps--57 pages, Final EIS and Appendices--CD-ROM, December 15, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-ME-EIS-02-01-F KW - Central Business Districts KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Canada KW - Maine KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/853675541?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+ROUTE+1-161+CONNECTOR%2C+CARIBOU%2C+AROOSTOOK+COUNTY%2C+MAINE.&rft.title=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+ROUTE+1-161+CONNECTOR%2C+CARIBOU%2C+AROOSTOOK+COUNTY%2C+MAINE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 15, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AROOSTOOK COUNTY TRANSPORTATION STUDY, ROUTE 1-161 CONNECTOR, CARIBOU, AROOSTOOK COUNTY, MAINE. [Part 4 of 5] T2 - AROOSTOOK COUNTY TRANSPORTATION STUDY, ROUTE 1-161 CONNECTOR, CARIBOU, AROOSTOOK COUNTY, MAINE. AN - 853675524; 14261-090439_0004 AB - PURPOSE: The implementation of highway improvements within central and northeastern Aroostook County, Maine is proposed to improve transportation within the area and connections between this area and other portions of the US and Canada. The county suffers from a long-term loss of population, a high unemployment rate, and a lack of access to surrounding provinces. The Aroostook County Transportation Study (ACTS) area comprises the northeast corner of the state and is bounded on the south by Interstate 95 (I-95); on the west by Route 11; and on the north and east by the Canadian Province of New Brunswick. The study area is approximately 100 miles long and 25 to 40 miles wide, with a population of 70,576 people. The majority of the population lives in the Presque Isle-Caribou area in the central portion of the study area. The ACTS is a tiered study and four corridor alternatives and a No Action Alternative were considered in a draft EIS published in March, 2002. A supplemental draft EIS published in June, 2006 included Tier 1 analyses of the four corridor alternatives and analyses of three of 11 Tier 2 segments. Decision making regarding selection of an overall preferred corridor and the segments that would compose it is being deferred for an unspecified amount of time. Segment 4, the Route 1-161 Connector in Caribou, and Segment 7, a new 10-mile long bypass east of downtown Presque Isle, are being advanced as Tier 2 proposed actions. Six alignment options, a transportation system management alternative, and a No Action Alternative for the Route 1-161 Connector are evaluated in this final EIS. Under the preferred alternative (Alignment 4B), a new 2-lane controlled access highway would be constructed extending east and north from the Route 1/Route 89 intersection, crossing Route 1 north of the Cary Medical Center, and connecting to Route 161 at a point 1.25 miles south of Ogren Road. Sufficient right-of-way (300-foot width) would be acquired to allow the Route 1-161 Connector to be widened to four lanes in the future. POSITIVE IMPACTS: Implementation of the proposed project would improve travel times, decrease the volume of through trucks in downtown Caribou, improve safety at three high crash locations, provide better access to the north side of Caribou's downtown, and improve road network connectivity. NEGATIVE IMPACTS: Rights-of-way requirements would result in the loss of 3.4 acres of wetlands, 54 acres of forest, and 32 acres of active farmland. Up to 21 individual properties would be wholly or partially taken. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 02-0202D, Volume 26, Number 2 and 06-0430D, Volume 30, Number 3, respectively. JF - EPA number: 090439, Final EIS--306 pages, Figures and maps--57 pages, Final EIS and Appendices--CD-ROM, December 15, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-ME-EIS-02-01-F KW - Central Business Districts KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Canada KW - Maine KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/853675524?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+ROUTE+1-161+CONNECTOR%2C+CARIBOU%2C+AROOSTOOK+COUNTY%2C+MAINE.&rft.title=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+ROUTE+1-161+CONNECTOR%2C+CARIBOU%2C+AROOSTOOK+COUNTY%2C+MAINE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 15, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AROOSTOOK COUNTY TRANSPORTATION STUDY, ROUTE 1-161 CONNECTOR, CARIBOU, AROOSTOOK COUNTY, MAINE. AN - 754909703; 14261 AB - PURPOSE: The implementation of highway improvements within central and northeastern Aroostook County, Maine is proposed to improve transportation within the area and connections between this area and other portions of the US and Canada. The county suffers from a long-term loss of population, a high unemployment rate, and a lack of access to surrounding provinces. The Aroostook County Transportation Study (ACTS) area comprises the northeast corner of the state and is bounded on the south by Interstate 95 (I-95); on the west by Route 11; and on the north and east by the Canadian Province of New Brunswick. The study area is approximately 100 miles long and 25 to 40 miles wide, with a population of 70,576 people. The majority of the population lives in the Presque Isle-Caribou area in the central portion of the study area. The ACTS is a tiered study and four corridor alternatives and a No Action Alternative were considered in a draft EIS published in March, 2002. A supplemental draft EIS published in June, 2006 included Tier 1 analyses of the four corridor alternatives and analyses of three of 11 Tier 2 segments. Decision making regarding selection of an overall preferred corridor and the segments that would compose it is being deferred for an unspecified amount of time. Segment 4, the Route 1-161 Connector in Caribou, and Segment 7, a new 10-mile long bypass east of downtown Presque Isle, are being advanced as Tier 2 proposed actions. Six alignment options, a transportation system management alternative, and a No Action Alternative for the Route 1-161 Connector are evaluated in this final EIS. Under the preferred alternative (Alignment 4B), a new 2-lane controlled access highway would be constructed extending east and north from the Route 1/Route 89 intersection, crossing Route 1 north of the Cary Medical Center, and connecting to Route 161 at a point 1.25 miles south of Ogren Road. Sufficient right-of-way (300-foot width) would be acquired to allow the Route 1-161 Connector to be widened to four lanes in the future. POSITIVE IMPACTS: Implementation of the proposed project would improve travel times, decrease the volume of through trucks in downtown Caribou, improve safety at three high crash locations, provide better access to the north side of Caribou's downtown, and improve road network connectivity. NEGATIVE IMPACTS: Rights-of-way requirements would result in the loss of 3.4 acres of wetlands, 54 acres of forest, and 32 acres of active farmland. Up to 21 individual properties would be wholly or partially taken. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 02-0202D, Volume 26, Number 2 and 06-0430D, Volume 30, Number 3, respectively. JF - EPA number: 090439, Final EIS--306 pages, Figures and maps--57 pages, Final EIS and Appendices--CD-ROM, December 15, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-ME-EIS-02-01-F KW - Central Business Districts KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Canada KW - Maine KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/754909703?accountid=14244 L2 - http://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=2009-12-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+ROUTE+1-161+CONNECTOR%2C+CARIBOU%2C+AROOSTOOK+COUNTY%2C+MAINE.&rft.title=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+ROUTE+1-161+CONNECTOR%2C+CARIBOU%2C+AROOSTOOK+COUNTY%2C+MAINE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 15, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DRAPER TRANSIT CORRIDOR PROJECT, SALT LAKE COUNTY, UTAH. [Part 7 of 7] T2 - DRAPER TRANSIT CORRIDOR PROJECT, SALT LAKE COUNTY, UTAH. AN - 756827378; 14256-090434_0007 AB - PURPOSE: The extension of fixed-guideway, high-capacity, high-frequency transit service to the southernmost part of Salt Lake County, Utah is proposed. The Draper Transit Corridor Project study area is about 26.5 square miles and begins at the current end-of-the line Sandy Civic Center 10000 South Station of the Utah Transit Authority (UTA) North-South TRAX Light-Rail Transit line. The area is generally bounded on the north by 10000 South, on the east by 1300 East and then by a line about one mile east of the UTA-owned right-of-way, on the south by a line one mile south of 14600 South, and on the west by the western Draper city limit and the Jordan River. Located primarily in the cities of Sandy and Draper, the study area also includes parts of White City, South Jordan, and Bluffdale. Travel demands in 2030 are expected to be greater than the capacity of the existing transportation system due to population and employment growth and new development. Four alternatives, including a No Action Alternative and a transportation systems management alternative, are considered in this draft EIS. Alternative C - Minimum Operable Segment (MOS) would extend the existing TRAX light-rail transit line from the Sandy Civic Center 10000 South Station along the right-of-way of the former Union Pacific Provo Industrial Lead Railroad, which crosses 10600 South, 11000 South, and 11400 South at grade. Immediately south of 11400 South, the alignment would curve slightly to the east, then run diagonally, crossing 700 East, 12000 South, and Draper Parkway at grade. A southern logical terminus for the MOS was determined to be Draper Town Center near 12400 South (Pioneer Road). The alignment would continue within the UTA-owned right-of-way and curve east to cross Pioneer Road at grade on a skew and terminate near the planned Draper Town Center at Pioneer Drive. The alignment would end at a tail track to be constructed south of the Pioneer Road (12400 South) crossing. The alternative includes four options for new stations with park-and-ride lots (10600 South, 11400 South, 11800 South, and Draper Town Center), although only three stations would likely be implemented. Currently, the 11400 South Station is preferred over the 10600 South Station. Alternative C - Full Build would continue south of Pioneer Road and terminate south of Highland Drive at 14600 South. The alternative would includes six options for new stations with park-and-ride lots (10600 South, 11400 South, 11800 South, Draper Town Center, Highland, and 14600 South), although only five stations would likely be implemented. Capital costs of the preferred alternative are estimated at $212.2 million in year-of-expenditure dollars. POSITIVE IMPACTS: Project implementation would bring benefits into the study corridor by providing faster, more-reliable transit services than what can be achieved by operating buses in mixed-flow traffic. The proposed project would provide more-reliable mobility for transit-dependent people (such as people of limited income, students, and retirees), encourage more pedestrian access to transit and less reliance on park-and-ride access at the existing end-of-the-line station, better serve reverse-peak travel movements for employment and educational access, serve rapidly developing areas, and decrease travel times to key urban area destinations. NEGATIVE IMPACTS: Under the preferred alternative, 15 to 17 acres of farmland would be converted to a transportation use. Three businesses and up to four residences would need to be relocated. Overall project noise levels would exceed moderate impact criteria at 114 residences and severe impact criteria at an additional 146 residences. With proposed mitigation, impacts would be reduced to 68 remaining moderate and six remaining severe impacts. Current short-range and mid-range views would change due to the addition of new elements, including light-rail tracks, cut-and-fill slopes, drainage structures, noise barriers, pavement, and lighting. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090434, Draft EIS--685 pages, Appendices--287 pages and maps, December 11, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Noise KW - Noise Assessments KW - Noise Control KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Utah 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/756827378?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DRAPER+TRANSIT+CORRIDOR+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=DRAPER+TRANSIT+CORRIDOR+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Draft. Preparation date: December 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DRAPER TRANSIT CORRIDOR PROJECT, SALT LAKE COUNTY, UTAH. [Part 6 of 7] T2 - DRAPER TRANSIT CORRIDOR PROJECT, SALT LAKE COUNTY, UTAH. AN - 756827130; 14256-090434_0006 AB - PURPOSE: The extension of fixed-guideway, high-capacity, high-frequency transit service to the southernmost part of Salt Lake County, Utah is proposed. The Draper Transit Corridor Project study area is about 26.5 square miles and begins at the current end-of-the line Sandy Civic Center 10000 South Station of the Utah Transit Authority (UTA) North-South TRAX Light-Rail Transit line. The area is generally bounded on the north by 10000 South, on the east by 1300 East and then by a line about one mile east of the UTA-owned right-of-way, on the south by a line one mile south of 14600 South, and on the west by the western Draper city limit and the Jordan River. Located primarily in the cities of Sandy and Draper, the study area also includes parts of White City, South Jordan, and Bluffdale. Travel demands in 2030 are expected to be greater than the capacity of the existing transportation system due to population and employment growth and new development. Four alternatives, including a No Action Alternative and a transportation systems management alternative, are considered in this draft EIS. Alternative C - Minimum Operable Segment (MOS) would extend the existing TRAX light-rail transit line from the Sandy Civic Center 10000 South Station along the right-of-way of the former Union Pacific Provo Industrial Lead Railroad, which crosses 10600 South, 11000 South, and 11400 South at grade. Immediately south of 11400 South, the alignment would curve slightly to the east, then run diagonally, crossing 700 East, 12000 South, and Draper Parkway at grade. A southern logical terminus for the MOS was determined to be Draper Town Center near 12400 South (Pioneer Road). The alignment would continue within the UTA-owned right-of-way and curve east to cross Pioneer Road at grade on a skew and terminate near the planned Draper Town Center at Pioneer Drive. The alignment would end at a tail track to be constructed south of the Pioneer Road (12400 South) crossing. The alternative includes four options for new stations with park-and-ride lots (10600 South, 11400 South, 11800 South, and Draper Town Center), although only three stations would likely be implemented. Currently, the 11400 South Station is preferred over the 10600 South Station. Alternative C - Full Build would continue south of Pioneer Road and terminate south of Highland Drive at 14600 South. The alternative would includes six options for new stations with park-and-ride lots (10600 South, 11400 South, 11800 South, Draper Town Center, Highland, and 14600 South), although only five stations would likely be implemented. Capital costs of the preferred alternative are estimated at $212.2 million in year-of-expenditure dollars. POSITIVE IMPACTS: Project implementation would bring benefits into the study corridor by providing faster, more-reliable transit services than what can be achieved by operating buses in mixed-flow traffic. The proposed project would provide more-reliable mobility for transit-dependent people (such as people of limited income, students, and retirees), encourage more pedestrian access to transit and less reliance on park-and-ride access at the existing end-of-the-line station, better serve reverse-peak travel movements for employment and educational access, serve rapidly developing areas, and decrease travel times to key urban area destinations. NEGATIVE IMPACTS: Under the preferred alternative, 15 to 17 acres of farmland would be converted to a transportation use. Three businesses and up to four residences would need to be relocated. Overall project noise levels would exceed moderate impact criteria at 114 residences and severe impact criteria at an additional 146 residences. With proposed mitigation, impacts would be reduced to 68 remaining moderate and six remaining severe impacts. Current short-range and mid-range views would change due to the addition of new elements, including light-rail tracks, cut-and-fill slopes, drainage structures, noise barriers, pavement, and lighting. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090434, Draft EIS--685 pages, Appendices--287 pages and maps, December 11, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Noise KW - Noise Assessments KW - Noise Control KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Utah 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/756827130?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DRAPER+TRANSIT+CORRIDOR+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=DRAPER+TRANSIT+CORRIDOR+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Draft. Preparation date: December 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DRAPER TRANSIT CORRIDOR PROJECT, SALT LAKE COUNTY, UTAH. [Part 1 of 7] T2 - DRAPER TRANSIT CORRIDOR PROJECT, SALT LAKE COUNTY, UTAH. AN - 756827121; 14256-090434_0001 AB - PURPOSE: The extension of fixed-guideway, high-capacity, high-frequency transit service to the southernmost part of Salt Lake County, Utah is proposed. The Draper Transit Corridor Project study area is about 26.5 square miles and begins at the current end-of-the line Sandy Civic Center 10000 South Station of the Utah Transit Authority (UTA) North-South TRAX Light-Rail Transit line. The area is generally bounded on the north by 10000 South, on the east by 1300 East and then by a line about one mile east of the UTA-owned right-of-way, on the south by a line one mile south of 14600 South, and on the west by the western Draper city limit and the Jordan River. Located primarily in the cities of Sandy and Draper, the study area also includes parts of White City, South Jordan, and Bluffdale. Travel demands in 2030 are expected to be greater than the capacity of the existing transportation system due to population and employment growth and new development. Four alternatives, including a No Action Alternative and a transportation systems management alternative, are considered in this draft EIS. Alternative C - Minimum Operable Segment (MOS) would extend the existing TRAX light-rail transit line from the Sandy Civic Center 10000 South Station along the right-of-way of the former Union Pacific Provo Industrial Lead Railroad, which crosses 10600 South, 11000 South, and 11400 South at grade. Immediately south of 11400 South, the alignment would curve slightly to the east, then run diagonally, crossing 700 East, 12000 South, and Draper Parkway at grade. A southern logical terminus for the MOS was determined to be Draper Town Center near 12400 South (Pioneer Road). The alignment would continue within the UTA-owned right-of-way and curve east to cross Pioneer Road at grade on a skew and terminate near the planned Draper Town Center at Pioneer Drive. The alignment would end at a tail track to be constructed south of the Pioneer Road (12400 South) crossing. The alternative includes four options for new stations with park-and-ride lots (10600 South, 11400 South, 11800 South, and Draper Town Center), although only three stations would likely be implemented. Currently, the 11400 South Station is preferred over the 10600 South Station. Alternative C - Full Build would continue south of Pioneer Road and terminate south of Highland Drive at 14600 South. The alternative would includes six options for new stations with park-and-ride lots (10600 South, 11400 South, 11800 South, Draper Town Center, Highland, and 14600 South), although only five stations would likely be implemented. Capital costs of the preferred alternative are estimated at $212.2 million in year-of-expenditure dollars. POSITIVE IMPACTS: Project implementation would bring benefits into the study corridor by providing faster, more-reliable transit services than what can be achieved by operating buses in mixed-flow traffic. The proposed project would provide more-reliable mobility for transit-dependent people (such as people of limited income, students, and retirees), encourage more pedestrian access to transit and less reliance on park-and-ride access at the existing end-of-the-line station, better serve reverse-peak travel movements for employment and educational access, serve rapidly developing areas, and decrease travel times to key urban area destinations. NEGATIVE IMPACTS: Under the preferred alternative, 15 to 17 acres of farmland would be converted to a transportation use. Three businesses and up to four residences would need to be relocated. Overall project noise levels would exceed moderate impact criteria at 114 residences and severe impact criteria at an additional 146 residences. With proposed mitigation, impacts would be reduced to 68 remaining moderate and six remaining severe impacts. Current short-range and mid-range views would change due to the addition of new elements, including light-rail tracks, cut-and-fill slopes, drainage structures, noise barriers, pavement, and lighting. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090434, Draft EIS--685 pages, Appendices--287 pages and maps, December 11, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Noise KW - Noise Assessments KW - Noise Control KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Utah 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/756827121?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DRAPER+TRANSIT+CORRIDOR+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=DRAPER+TRANSIT+CORRIDOR+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Draft. Preparation date: December 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DRAPER TRANSIT CORRIDOR PROJECT, SALT LAKE COUNTY, UTAH. [Part 5 of 7] T2 - DRAPER TRANSIT CORRIDOR PROJECT, SALT LAKE COUNTY, UTAH. AN - 756826998; 14256-090434_0005 AB - PURPOSE: The extension of fixed-guideway, high-capacity, high-frequency transit service to the southernmost part of Salt Lake County, Utah is proposed. The Draper Transit Corridor Project study area is about 26.5 square miles and begins at the current end-of-the line Sandy Civic Center 10000 South Station of the Utah Transit Authority (UTA) North-South TRAX Light-Rail Transit line. The area is generally bounded on the north by 10000 South, on the east by 1300 East and then by a line about one mile east of the UTA-owned right-of-way, on the south by a line one mile south of 14600 South, and on the west by the western Draper city limit and the Jordan River. Located primarily in the cities of Sandy and Draper, the study area also includes parts of White City, South Jordan, and Bluffdale. Travel demands in 2030 are expected to be greater than the capacity of the existing transportation system due to population and employment growth and new development. Four alternatives, including a No Action Alternative and a transportation systems management alternative, are considered in this draft EIS. Alternative C - Minimum Operable Segment (MOS) would extend the existing TRAX light-rail transit line from the Sandy Civic Center 10000 South Station along the right-of-way of the former Union Pacific Provo Industrial Lead Railroad, which crosses 10600 South, 11000 South, and 11400 South at grade. Immediately south of 11400 South, the alignment would curve slightly to the east, then run diagonally, crossing 700 East, 12000 South, and Draper Parkway at grade. A southern logical terminus for the MOS was determined to be Draper Town Center near 12400 South (Pioneer Road). The alignment would continue within the UTA-owned right-of-way and curve east to cross Pioneer Road at grade on a skew and terminate near the planned Draper Town Center at Pioneer Drive. The alignment would end at a tail track to be constructed south of the Pioneer Road (12400 South) crossing. The alternative includes four options for new stations with park-and-ride lots (10600 South, 11400 South, 11800 South, and Draper Town Center), although only three stations would likely be implemented. Currently, the 11400 South Station is preferred over the 10600 South Station. Alternative C - Full Build would continue south of Pioneer Road and terminate south of Highland Drive at 14600 South. The alternative would includes six options for new stations with park-and-ride lots (10600 South, 11400 South, 11800 South, Draper Town Center, Highland, and 14600 South), although only five stations would likely be implemented. Capital costs of the preferred alternative are estimated at $212.2 million in year-of-expenditure dollars. POSITIVE IMPACTS: Project implementation would bring benefits into the study corridor by providing faster, more-reliable transit services than what can be achieved by operating buses in mixed-flow traffic. The proposed project would provide more-reliable mobility for transit-dependent people (such as people of limited income, students, and retirees), encourage more pedestrian access to transit and less reliance on park-and-ride access at the existing end-of-the-line station, better serve reverse-peak travel movements for employment and educational access, serve rapidly developing areas, and decrease travel times to key urban area destinations. NEGATIVE IMPACTS: Under the preferred alternative, 15 to 17 acres of farmland would be converted to a transportation use. Three businesses and up to four residences would need to be relocated. Overall project noise levels would exceed moderate impact criteria at 114 residences and severe impact criteria at an additional 146 residences. With proposed mitigation, impacts would be reduced to 68 remaining moderate and six remaining severe impacts. Current short-range and mid-range views would change due to the addition of new elements, including light-rail tracks, cut-and-fill slopes, drainage structures, noise barriers, pavement, and lighting. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090434, Draft EIS--685 pages, Appendices--287 pages and maps, December 11, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Noise KW - Noise Assessments KW - Noise Control KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Utah 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/756826998?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DRAPER+TRANSIT+CORRIDOR+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=DRAPER+TRANSIT+CORRIDOR+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Draft. Preparation date: December 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DRAPER TRANSIT CORRIDOR PROJECT, SALT LAKE COUNTY, UTAH. [Part 3 of 7] T2 - DRAPER TRANSIT CORRIDOR PROJECT, SALT LAKE COUNTY, UTAH. AN - 756826994; 14256-090434_0003 AB - PURPOSE: The extension of fixed-guideway, high-capacity, high-frequency transit service to the southernmost part of Salt Lake County, Utah is proposed. The Draper Transit Corridor Project study area is about 26.5 square miles and begins at the current end-of-the line Sandy Civic Center 10000 South Station of the Utah Transit Authority (UTA) North-South TRAX Light-Rail Transit line. The area is generally bounded on the north by 10000 South, on the east by 1300 East and then by a line about one mile east of the UTA-owned right-of-way, on the south by a line one mile south of 14600 South, and on the west by the western Draper city limit and the Jordan River. Located primarily in the cities of Sandy and Draper, the study area also includes parts of White City, South Jordan, and Bluffdale. Travel demands in 2030 are expected to be greater than the capacity of the existing transportation system due to population and employment growth and new development. Four alternatives, including a No Action Alternative and a transportation systems management alternative, are considered in this draft EIS. Alternative C - Minimum Operable Segment (MOS) would extend the existing TRAX light-rail transit line from the Sandy Civic Center 10000 South Station along the right-of-way of the former Union Pacific Provo Industrial Lead Railroad, which crosses 10600 South, 11000 South, and 11400 South at grade. Immediately south of 11400 South, the alignment would curve slightly to the east, then run diagonally, crossing 700 East, 12000 South, and Draper Parkway at grade. A southern logical terminus for the MOS was determined to be Draper Town Center near 12400 South (Pioneer Road). The alignment would continue within the UTA-owned right-of-way and curve east to cross Pioneer Road at grade on a skew and terminate near the planned Draper Town Center at Pioneer Drive. The alignment would end at a tail track to be constructed south of the Pioneer Road (12400 South) crossing. The alternative includes four options for new stations with park-and-ride lots (10600 South, 11400 South, 11800 South, and Draper Town Center), although only three stations would likely be implemented. Currently, the 11400 South Station is preferred over the 10600 South Station. Alternative C - Full Build would continue south of Pioneer Road and terminate south of Highland Drive at 14600 South. The alternative would includes six options for new stations with park-and-ride lots (10600 South, 11400 South, 11800 South, Draper Town Center, Highland, and 14600 South), although only five stations would likely be implemented. Capital costs of the preferred alternative are estimated at $212.2 million in year-of-expenditure dollars. POSITIVE IMPACTS: Project implementation would bring benefits into the study corridor by providing faster, more-reliable transit services than what can be achieved by operating buses in mixed-flow traffic. The proposed project would provide more-reliable mobility for transit-dependent people (such as people of limited income, students, and retirees), encourage more pedestrian access to transit and less reliance on park-and-ride access at the existing end-of-the-line station, better serve reverse-peak travel movements for employment and educational access, serve rapidly developing areas, and decrease travel times to key urban area destinations. NEGATIVE IMPACTS: Under the preferred alternative, 15 to 17 acres of farmland would be converted to a transportation use. Three businesses and up to four residences would need to be relocated. Overall project noise levels would exceed moderate impact criteria at 114 residences and severe impact criteria at an additional 146 residences. With proposed mitigation, impacts would be reduced to 68 remaining moderate and six remaining severe impacts. Current short-range and mid-range views would change due to the addition of new elements, including light-rail tracks, cut-and-fill slopes, drainage structures, noise barriers, pavement, and lighting. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090434, Draft EIS--685 pages, Appendices--287 pages and maps, December 11, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Noise KW - Noise Assessments KW - Noise Control KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Utah 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/756826994?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DRAPER+TRANSIT+CORRIDOR+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=DRAPER+TRANSIT+CORRIDOR+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Draft. Preparation date: December 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DRAPER TRANSIT CORRIDOR PROJECT, SALT LAKE COUNTY, UTAH. [Part 4 of 7] T2 - DRAPER TRANSIT CORRIDOR PROJECT, SALT LAKE COUNTY, UTAH. AN - 756826735; 14256-090434_0004 AB - PURPOSE: The extension of fixed-guideway, high-capacity, high-frequency transit service to the southernmost part of Salt Lake County, Utah is proposed. The Draper Transit Corridor Project study area is about 26.5 square miles and begins at the current end-of-the line Sandy Civic Center 10000 South Station of the Utah Transit Authority (UTA) North-South TRAX Light-Rail Transit line. The area is generally bounded on the north by 10000 South, on the east by 1300 East and then by a line about one mile east of the UTA-owned right-of-way, on the south by a line one mile south of 14600 South, and on the west by the western Draper city limit and the Jordan River. Located primarily in the cities of Sandy and Draper, the study area also includes parts of White City, South Jordan, and Bluffdale. Travel demands in 2030 are expected to be greater than the capacity of the existing transportation system due to population and employment growth and new development. Four alternatives, including a No Action Alternative and a transportation systems management alternative, are considered in this draft EIS. Alternative C - Minimum Operable Segment (MOS) would extend the existing TRAX light-rail transit line from the Sandy Civic Center 10000 South Station along the right-of-way of the former Union Pacific Provo Industrial Lead Railroad, which crosses 10600 South, 11000 South, and 11400 South at grade. Immediately south of 11400 South, the alignment would curve slightly to the east, then run diagonally, crossing 700 East, 12000 South, and Draper Parkway at grade. A southern logical terminus for the MOS was determined to be Draper Town Center near 12400 South (Pioneer Road). The alignment would continue within the UTA-owned right-of-way and curve east to cross Pioneer Road at grade on a skew and terminate near the planned Draper Town Center at Pioneer Drive. The alignment would end at a tail track to be constructed south of the Pioneer Road (12400 South) crossing. The alternative includes four options for new stations with park-and-ride lots (10600 South, 11400 South, 11800 South, and Draper Town Center), although only three stations would likely be implemented. Currently, the 11400 South Station is preferred over the 10600 South Station. Alternative C - Full Build would continue south of Pioneer Road and terminate south of Highland Drive at 14600 South. The alternative would includes six options for new stations with park-and-ride lots (10600 South, 11400 South, 11800 South, Draper Town Center, Highland, and 14600 South), although only five stations would likely be implemented. Capital costs of the preferred alternative are estimated at $212.2 million in year-of-expenditure dollars. POSITIVE IMPACTS: Project implementation would bring benefits into the study corridor by providing faster, more-reliable transit services than what can be achieved by operating buses in mixed-flow traffic. The proposed project would provide more-reliable mobility for transit-dependent people (such as people of limited income, students, and retirees), encourage more pedestrian access to transit and less reliance on park-and-ride access at the existing end-of-the-line station, better serve reverse-peak travel movements for employment and educational access, serve rapidly developing areas, and decrease travel times to key urban area destinations. NEGATIVE IMPACTS: Under the preferred alternative, 15 to 17 acres of farmland would be converted to a transportation use. Three businesses and up to four residences would need to be relocated. Overall project noise levels would exceed moderate impact criteria at 114 residences and severe impact criteria at an additional 146 residences. With proposed mitigation, impacts would be reduced to 68 remaining moderate and six remaining severe impacts. Current short-range and mid-range views would change due to the addition of new elements, including light-rail tracks, cut-and-fill slopes, drainage structures, noise barriers, pavement, and lighting. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090434, Draft EIS--685 pages, Appendices--287 pages and maps, December 11, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Noise KW - Noise Assessments KW - Noise Control KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Utah 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/756826735?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DRAPER+TRANSIT+CORRIDOR+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=DRAPER+TRANSIT+CORRIDOR+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Draft. Preparation date: December 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DRAPER TRANSIT CORRIDOR PROJECT, SALT LAKE COUNTY, UTAH. [Part 2 of 7] T2 - DRAPER TRANSIT CORRIDOR PROJECT, SALT LAKE COUNTY, UTAH. AN - 756826725; 14256-090434_0002 AB - PURPOSE: The extension of fixed-guideway, high-capacity, high-frequency transit service to the southernmost part of Salt Lake County, Utah is proposed. The Draper Transit Corridor Project study area is about 26.5 square miles and begins at the current end-of-the line Sandy Civic Center 10000 South Station of the Utah Transit Authority (UTA) North-South TRAX Light-Rail Transit line. The area is generally bounded on the north by 10000 South, on the east by 1300 East and then by a line about one mile east of the UTA-owned right-of-way, on the south by a line one mile south of 14600 South, and on the west by the western Draper city limit and the Jordan River. Located primarily in the cities of Sandy and Draper, the study area also includes parts of White City, South Jordan, and Bluffdale. Travel demands in 2030 are expected to be greater than the capacity of the existing transportation system due to population and employment growth and new development. Four alternatives, including a No Action Alternative and a transportation systems management alternative, are considered in this draft EIS. Alternative C - Minimum Operable Segment (MOS) would extend the existing TRAX light-rail transit line from the Sandy Civic Center 10000 South Station along the right-of-way of the former Union Pacific Provo Industrial Lead Railroad, which crosses 10600 South, 11000 South, and 11400 South at grade. Immediately south of 11400 South, the alignment would curve slightly to the east, then run diagonally, crossing 700 East, 12000 South, and Draper Parkway at grade. A southern logical terminus for the MOS was determined to be Draper Town Center near 12400 South (Pioneer Road). The alignment would continue within the UTA-owned right-of-way and curve east to cross Pioneer Road at grade on a skew and terminate near the planned Draper Town Center at Pioneer Drive. The alignment would end at a tail track to be constructed south of the Pioneer Road (12400 South) crossing. The alternative includes four options for new stations with park-and-ride lots (10600 South, 11400 South, 11800 South, and Draper Town Center), although only three stations would likely be implemented. Currently, the 11400 South Station is preferred over the 10600 South Station. Alternative C - Full Build would continue south of Pioneer Road and terminate south of Highland Drive at 14600 South. The alternative would includes six options for new stations with park-and-ride lots (10600 South, 11400 South, 11800 South, Draper Town Center, Highland, and 14600 South), although only five stations would likely be implemented. Capital costs of the preferred alternative are estimated at $212.2 million in year-of-expenditure dollars. POSITIVE IMPACTS: Project implementation would bring benefits into the study corridor by providing faster, more-reliable transit services than what can be achieved by operating buses in mixed-flow traffic. The proposed project would provide more-reliable mobility for transit-dependent people (such as people of limited income, students, and retirees), encourage more pedestrian access to transit and less reliance on park-and-ride access at the existing end-of-the-line station, better serve reverse-peak travel movements for employment and educational access, serve rapidly developing areas, and decrease travel times to key urban area destinations. NEGATIVE IMPACTS: Under the preferred alternative, 15 to 17 acres of farmland would be converted to a transportation use. Three businesses and up to four residences would need to be relocated. Overall project noise levels would exceed moderate impact criteria at 114 residences and severe impact criteria at an additional 146 residences. With proposed mitigation, impacts would be reduced to 68 remaining moderate and six remaining severe impacts. Current short-range and mid-range views would change due to the addition of new elements, including light-rail tracks, cut-and-fill slopes, drainage structures, noise barriers, pavement, and lighting. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090434, Draft EIS--685 pages, Appendices--287 pages and maps, December 11, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Noise KW - Noise Assessments KW - Noise Control KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Utah 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/756826725?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DRAPER+TRANSIT+CORRIDOR+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=DRAPER+TRANSIT+CORRIDOR+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Draft. Preparation date: December 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DRAPER TRANSIT CORRIDOR PROJECT, SALT LAKE COUNTY, UTAH. AN - 16384830; 14256 AB - PURPOSE: The extension of fixed-guideway, high-capacity, high-frequency transit service to the southernmost part of Salt Lake County, Utah is proposed. The Draper Transit Corridor Project study area is about 26.5 square miles and begins at the current end-of-the line Sandy Civic Center 10000 South Station of the Utah Transit Authority (UTA) North-South TRAX Light-Rail Transit line. The area is generally bounded on the north by 10000 South, on the east by 1300 East and then by a line about one mile east of the UTA-owned right-of-way, on the south by a line one mile south of 14600 South, and on the west by the western Draper city limit and the Jordan River. Located primarily in the cities of Sandy and Draper, the study area also includes parts of White City, South Jordan, and Bluffdale. Travel demands in 2030 are expected to be greater than the capacity of the existing transportation system due to population and employment growth and new development. Four alternatives, including a No Action Alternative and a transportation systems management alternative, are considered in this draft EIS. Alternative C - Minimum Operable Segment (MOS) would extend the existing TRAX light-rail transit line from the Sandy Civic Center 10000 South Station along the right-of-way of the former Union Pacific Provo Industrial Lead Railroad, which crosses 10600 South, 11000 South, and 11400 South at grade. Immediately south of 11400 South, the alignment would curve slightly to the east, then run diagonally, crossing 700 East, 12000 South, and Draper Parkway at grade. A southern logical terminus for the MOS was determined to be Draper Town Center near 12400 South (Pioneer Road). The alignment would continue within the UTA-owned right-of-way and curve east to cross Pioneer Road at grade on a skew and terminate near the planned Draper Town Center at Pioneer Drive. The alignment would end at a tail track to be constructed south of the Pioneer Road (12400 South) crossing. The alternative includes four options for new stations with park-and-ride lots (10600 South, 11400 South, 11800 South, and Draper Town Center), although only three stations would likely be implemented. Currently, the 11400 South Station is preferred over the 10600 South Station. Alternative C - Full Build would continue south of Pioneer Road and terminate south of Highland Drive at 14600 South. The alternative would includes six options for new stations with park-and-ride lots (10600 South, 11400 South, 11800 South, Draper Town Center, Highland, and 14600 South), although only five stations would likely be implemented. Capital costs of the preferred alternative are estimated at $212.2 million in year-of-expenditure dollars. POSITIVE IMPACTS: Project implementation would bring benefits into the study corridor by providing faster, more-reliable transit services than what can be achieved by operating buses in mixed-flow traffic. The proposed project would provide more-reliable mobility for transit-dependent people (such as people of limited income, students, and retirees), encourage more pedestrian access to transit and less reliance on park-and-ride access at the existing end-of-the-line station, better serve reverse-peak travel movements for employment and educational access, serve rapidly developing areas, and decrease travel times to key urban area destinations. NEGATIVE IMPACTS: Under the preferred alternative, 15 to 17 acres of farmland would be converted to a transportation use. Three businesses and up to four residences would need to be relocated. Overall project noise levels would exceed moderate impact criteria at 114 residences and severe impact criteria at an additional 146 residences. With proposed mitigation, impacts would be reduced to 68 remaining moderate and six remaining severe impacts. Current short-range and mid-range views would change due to the addition of new elements, including light-rail tracks, cut-and-fill slopes, drainage structures, noise barriers, pavement, and lighting. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090434, Draft EIS--685 pages, Appendices--287 pages and maps, December 11, 2009 PY - 2009 KW - Roads and Railroads KW - Noise KW - Noise Assessments KW - Noise Control KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Utah 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/16384830?accountid=14244 L2 - http://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=2009-12-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DRAPER+TRANSIT+CORRIDOR+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=DRAPER+TRANSIT+CORRIDOR+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Draft. Preparation date: December 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST COLUMBIA TRANSPORTATION PROJECT, BOONE COUNTY, MISSOURI. [Part 1 of 1] T2 - EAST COLUMBIA TRANSPORTATION PROJECT, BOONE COUNTY, MISSOURI. AN - 756827204; 14253-090431_0001 AB - PURPOSE: Roadway improvements in the area between Interstate 70 (I-70) south to New Haven Road, and US Highway 63 (US 63) east to Rangeline Road, eastern Columbia, Boone County, Missouri are proposed. The project area is generally rural, with subdivisions and scattered residential development. A small cluster of commercial development exists in the upper-northern portion of the study area, and several industrial businesses are located along Rangeline Road in the northeastern portion. The topography of the study area consists of gentle rolling hills dissected by numerous creeks, including Hominy Branch, Gans Creek, and the South and North Fork of Grindstone Creek. The population of Columbia and Boone County increased substantially between 1990 and 2000 and the project area is considered prime development land as it is largely open, near the city center and major regional roadways, and suitable topographically. Key issues identified during scoping relate to the proposed Ballenger Lane extension and the connection between US 63 and I-70. Six alternatives, including a No Build Alternative, are considered in this final EIS. The preferred alternative would extend Route 740 (Stadium Boulevard) as a limited-access, four-lane divided highway using a new alignment from the existing US 63 interchange to the St. Charles interchange at I-70. At-grade intersections would be required at Broadway (Route WW), Richland Road/Ballenger Lane and Grace Lane/St. Charles Road (existing). The project would also improve Route WW to a major arterial (a multiple-lane roadway with regulated driveway access, at-grade intersections and center median/turn lanes) extending from US 63 to approximately 200 feet west of Olivet Road. All existing intersections on Route WW would be maintained and the crossing of Grindstone Creek would involve realignment to eliminate a tight curve. Finally, the preferred alternative would include the probable extension of Ballenger Lane as a locally sponsored project. The extension would be a major arterial with an at-grade intersection with existing I-70 Southeast. Construction cost of the preferred alternatives for the extension of Route 740 and for the improvement of Route WW is estimated at $39.8 million and $22 million, respectively. Construction cost of the corresponding preferred alternatives for the Ballenger Lane extension is estimated at $34 million. POSITIVE IMPACTS: The proposed project would reduce congestion and improve safety conditions and result in a roadway network appropriate for the future of eastern Columbia and Boone County with adequate continuity and linkages. The project would also create an eastern access point for Columbia. NEGATIVE IMPACTS: Implementation of the roadway improvements would impact 0.6 acres of wetlands, 0.99 acres of ponds, 14,400 linear feet of streams, and 12 acres of floodplain. Thirty-seven structures would be displaced, including 14 residences. The Boone County Fire Station 12, an important community resource, would also be displaced. Total right-of-way acquisition would amount to approximately 275 acres. Short-term impacts would include the potential for erosion of soils exposed during construction and sedimentation in streams and wetlands. Long-term impacts would include altered stormwater runoff patterns due to additional pavement. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0195D, Volume 33, Number 2. JF - EPA number: 090431, 170 pages and maps, December 8, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-02-F KW - Creeks KW - Community Facilities KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Missouri KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827204?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+COLUMBIA+TRANSPORTATION+PROJECT%2C+BOONE+COUNTY%2C+MISSOURI.&rft.title=EAST+COLUMBIA+TRANSPORTATION+PROJECT%2C+BOONE+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 8, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST COLUMBIA TRANSPORTATION PROJECT, BOONE COUNTY, MISSOURI. AN - 16370241; 14253 AB - PURPOSE: Roadway improvements in the area between Interstate 70 (I-70) south to New Haven Road, and US Highway 63 (US 63) east to Rangeline Road, eastern Columbia, Boone County, Missouri are proposed. The project area is generally rural, with subdivisions and scattered residential development. A small cluster of commercial development exists in the upper-northern portion of the study area, and several industrial businesses are located along Rangeline Road in the northeastern portion. The topography of the study area consists of gentle rolling hills dissected by numerous creeks, including Hominy Branch, Gans Creek, and the South and North Fork of Grindstone Creek. The population of Columbia and Boone County increased substantially between 1990 and 2000 and the project area is considered prime development land as it is largely open, near the city center and major regional roadways, and suitable topographically. Key issues identified during scoping relate to the proposed Ballenger Lane extension and the connection between US 63 and I-70. Six alternatives, including a No Build Alternative, are considered in this final EIS. The preferred alternative would extend Route 740 (Stadium Boulevard) as a limited-access, four-lane divided highway using a new alignment from the existing US 63 interchange to the St. Charles interchange at I-70. At-grade intersections would be required at Broadway (Route WW), Richland Road/Ballenger Lane and Grace Lane/St. Charles Road (existing). The project would also improve Route WW to a major arterial (a multiple-lane roadway with regulated driveway access, at-grade intersections and center median/turn lanes) extending from US 63 to approximately 200 feet west of Olivet Road. All existing intersections on Route WW would be maintained and the crossing of Grindstone Creek would involve realignment to eliminate a tight curve. Finally, the preferred alternative would include the probable extension of Ballenger Lane as a locally sponsored project. The extension would be a major arterial with an at-grade intersection with existing I-70 Southeast. Construction cost of the preferred alternatives for the extension of Route 740 and for the improvement of Route WW is estimated at $39.8 million and $22 million, respectively. Construction cost of the corresponding preferred alternatives for the Ballenger Lane extension is estimated at $34 million. POSITIVE IMPACTS: The proposed project would reduce congestion and improve safety conditions and result in a roadway network appropriate for the future of eastern Columbia and Boone County with adequate continuity and linkages. The project would also create an eastern access point for Columbia. NEGATIVE IMPACTS: Implementation of the roadway improvements would impact 0.6 acres of wetlands, 0.99 acres of ponds, 14,400 linear feet of streams, and 12 acres of floodplain. Thirty-seven structures would be displaced, including 14 residences. The Boone County Fire Station 12, an important community resource, would also be displaced. Total right-of-way acquisition would amount to approximately 275 acres. Short-term impacts would include the potential for erosion of soils exposed during construction and sedimentation in streams and wetlands. Long-term impacts would include altered stormwater runoff patterns due to additional pavement. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0195D, Volume 33, Number 2. JF - EPA number: 090431, 170 pages and maps, December 8, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-02-F KW - Creeks KW - Community Facilities KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Missouri KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16370241?accountid=14244 L2 - http://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=2009-12-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+COLUMBIA+TRANSPORTATION+PROJECT%2C+BOONE+COUNTY%2C+MISSOURI.&rft.title=EAST+COLUMBIA+TRANSPORTATION+PROJECT%2C+BOONE+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2010-06-15 N1 - SuppNotes - Final. Preparation date: December 8, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RICHMOND/HAMPTON ROADS PASSENGER RAIL PROJECT (TIER 1 DRAFT ENVIRONMENTAL IMPACT STATEMENT). [Part 2 of 4] T2 - RICHMOND/HAMPTON ROADS PASSENGER RAIL PROJECT (TIER 1 DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 756826674; 14130-090426_0002 AB - PURPOSE: Improved passenger rail service between Richmond and the Hampton Roads region of Virginia to ultimately connect to the Southeast, Northeast and Mid-Atlantic regions as an extension of the SoutheastNBHigh Speed Rail Corridor is proposed. The study area encompasses a broad region between Hampton Roads and Richmond, bordered by the CSX Transportation (CSXT) railroad line parallel to Interstate-64 (I-64) on the north, the Norfolk Southern (NS) railroad line parallel to Route 460 on the south, and the CSXT A Line between Petersburg and Richmond on the west. The eastern boundary is the Chesapeake Bay. The study area is divided by the James River. The project evaluates two principal transportation facilities: the existing CSXT/Amtrak route from Richmond to Newport News north of the James River on the Virginia Peninsula (Peninsula/CSXT route), and the NS rail route south of the James River between Petersburg and Norfolk (Southside/NS route). Currently, few alternatives to the private automobile and only limited air service are available to corridor residents, employees and tourists. Continued dependence on automobile travel contributes to the growing congestion on the principal highway facilities, namely I-64 and Route 460, in addition to contributing to greater demand for transportation fuels and the degrading of the environment by increasing the level of air pollutants and greenhouse gases. Five alternatives are considered in this draft Tier 1 EIS. Under the Status Quo Alternative, no operational or physical changes to the existing Amtrak Peninsula passenger rail service would be made and two daily round-trip trains would continue to operate between Richmond and Newport News at 79 mph maximum authorized speed (MAS). The No Action Alternative consists of the existing transportation network and committed highway, rail and airport improvement projects in the study area and assumes the operation of three daily round-trip Amtrak passenger trains between Newport News and Richmond, including one additional train over the Status Quo Alternative. Each Build alternative involves options for technology, propulsion, route, stations and related facilities, and storage and maintenance yards. Specific locations of storage and maintenance yards would be determined in subsequent analysis if a build alternative is selected. The two viable routes remaining after initial screening are the Southside/NS route and the Peninsula/CSXT route. Speed options consist of 79 mph, 90 mph and 110 mph MAS. Alternative 1 would serve both sides of the James River. The south side would be served by trains operating on the Southside/NS route with six daily round-trip trains operating at either 90 mph or 110 mph MAS. Trains would run mostly on upgraded facilities in the existing right-of-way from Petersburg to downtown Norfolk. Alternative 2a would also serve both sides of the James River. The study area north of the James River would be served by six daily round-trip trains operating at higher speeds of either 90 mph or 110 mph MAS along the Peninsula/CSXT route with a new station serving downtown Newport News. The study area south of the James River would be served by three daily round-trip trains operating at MAS 79 mph on the Southside/NS route. Alternative 2b would only serve the study area north of the James River and trains would operate at higher speeds of either 90 mph or 110 mph MAS along the Peninsula/CSXT route with nine daily round-trip trains. POSITIVE IMPACTS: Implementation of the proposed action would provide a competitive transportation choice for residents, tourists, and visitors traveling to and from the Hampton Roads region. Regional linkages would improve travel time and trip reliability; limit growth in highway congestion; develop the multimodal transportation system; improve safety, air quality and energy efficiency; encourage economic development; and help facilitate hurricane evacuation. NEGATIVE IMPACTS: The increase in rail traffic frequency and the higher speeds associated with the build alternatives would increase the risk of automobile collisions with trains at highway-rail crossings. Action alternatives involving an option that includes an increase in speed from 90 mph to 110 mph would not improve travel time savings significantly due to factors such as speed restricted zones. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Transit Law (49 U.S.C. 5301 et seq.). JF - EPA number: 090426, Volume 1--367 pages, Volume 2: Appendices--290 pages, December 4, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Energy Consumption Assessments KW - Noise Assessments KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Safety KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - Virginia KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826674?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RICHMOND%2FHAMPTON+ROADS+PASSENGER+RAIL+PROJECT+%28TIER+1+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=RICHMOND%2FHAMPTON+ROADS+PASSENGER+RAIL+PROJECT+%28TIER+1+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: December 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RICHMOND/HAMPTON ROADS PASSENGER RAIL PROJECT (TIER 1 DRAFT ENVIRONMENTAL IMPACT STATEMENT). [Part 4 of 4] T2 - RICHMOND/HAMPTON ROADS PASSENGER RAIL PROJECT (TIER 1 DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 756826636; 14130-090426_0004 AB - PURPOSE: Improved passenger rail service between Richmond and the Hampton Roads region of Virginia to ultimately connect to the Southeast, Northeast and Mid-Atlantic regions as an extension of the SoutheastNBHigh Speed Rail Corridor is proposed. The study area encompasses a broad region between Hampton Roads and Richmond, bordered by the CSX Transportation (CSXT) railroad line parallel to Interstate-64 (I-64) on the north, the Norfolk Southern (NS) railroad line parallel to Route 460 on the south, and the CSXT A Line between Petersburg and Richmond on the west. The eastern boundary is the Chesapeake Bay. The study area is divided by the James River. The project evaluates two principal transportation facilities: the existing CSXT/Amtrak route from Richmond to Newport News north of the James River on the Virginia Peninsula (Peninsula/CSXT route), and the NS rail route south of the James River between Petersburg and Norfolk (Southside/NS route). Currently, few alternatives to the private automobile and only limited air service are available to corridor residents, employees and tourists. Continued dependence on automobile travel contributes to the growing congestion on the principal highway facilities, namely I-64 and Route 460, in addition to contributing to greater demand for transportation fuels and the degrading of the environment by increasing the level of air pollutants and greenhouse gases. Five alternatives are considered in this draft Tier 1 EIS. Under the Status Quo Alternative, no operational or physical changes to the existing Amtrak Peninsula passenger rail service would be made and two daily round-trip trains would continue to operate between Richmond and Newport News at 79 mph maximum authorized speed (MAS). The No Action Alternative consists of the existing transportation network and committed highway, rail and airport improvement projects in the study area and assumes the operation of three daily round-trip Amtrak passenger trains between Newport News and Richmond, including one additional train over the Status Quo Alternative. Each Build alternative involves options for technology, propulsion, route, stations and related facilities, and storage and maintenance yards. Specific locations of storage and maintenance yards would be determined in subsequent analysis if a build alternative is selected. The two viable routes remaining after initial screening are the Southside/NS route and the Peninsula/CSXT route. Speed options consist of 79 mph, 90 mph and 110 mph MAS. Alternative 1 would serve both sides of the James River. The south side would be served by trains operating on the Southside/NS route with six daily round-trip trains operating at either 90 mph or 110 mph MAS. Trains would run mostly on upgraded facilities in the existing right-of-way from Petersburg to downtown Norfolk. Alternative 2a would also serve both sides of the James River. The study area north of the James River would be served by six daily round-trip trains operating at higher speeds of either 90 mph or 110 mph MAS along the Peninsula/CSXT route with a new station serving downtown Newport News. The study area south of the James River would be served by three daily round-trip trains operating at MAS 79 mph on the Southside/NS route. Alternative 2b would only serve the study area north of the James River and trains would operate at higher speeds of either 90 mph or 110 mph MAS along the Peninsula/CSXT route with nine daily round-trip trains. POSITIVE IMPACTS: Implementation of the proposed action would provide a competitive transportation choice for residents, tourists, and visitors traveling to and from the Hampton Roads region. Regional linkages would improve travel time and trip reliability; limit growth in highway congestion; develop the multimodal transportation system; improve safety, air quality and energy efficiency; encourage economic development; and help facilitate hurricane evacuation. NEGATIVE IMPACTS: The increase in rail traffic frequency and the higher speeds associated with the build alternatives would increase the risk of automobile collisions with trains at highway-rail crossings. Action alternatives involving an option that includes an increase in speed from 90 mph to 110 mph would not improve travel time savings significantly due to factors such as speed restricted zones. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Transit Law (49 U.S.C. 5301 et seq.). JF - EPA number: 090426, Volume 1--367 pages, Volume 2: Appendices--290 pages, December 4, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Energy Consumption Assessments KW - Noise Assessments KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Safety KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - Virginia KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826636?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RICHMOND%2FHAMPTON+ROADS+PASSENGER+RAIL+PROJECT+%28TIER+1+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=RICHMOND%2FHAMPTON+ROADS+PASSENGER+RAIL+PROJECT+%28TIER+1+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: December 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 3, WASHINGTON TO CRANE NAVAL SURFACE WEAPONS CENTER, INDIANA. [Part 5 of 6] T2 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 3, WASHINGTON TO CRANE NAVAL SURFACE WEAPONS CENTER, INDIANA. AN - 756826596; 14124-090420_0005 AB - PURPOSE: The construction of a 26-mile section of Interstate 69 (I-69) in Indiana from US 50 in Washington to US 231 at the Crane Naval Surface Warfare Center (NSWC) is proposed. This final EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The Corridor, which is part of the expanding Washington/NSWC urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project Corridor has been divided into five subsections for development of alternatives. For each subsection, three to nine alternatives were considered and one to three alternatives were carried forward for further consideration. Preferred alternatives were identified for each subsection in the draft EIS of January 2009. The typical freeway cross-section would consist of two 12-foot lanes in each direction flanked by 11-foot outside and five-foot inside shoulders and separated by a 60-foot depressed median within an overall right-of-way of 320 feet. In addition to the four alignment alternatives from the draft EIS, this final EIS considers a No-Build Alternative and a refined preferred alternative based on the preferred alternative identified in the draft EIS. Estimated costs for the preferred alternative range from $309 million to $340 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the Corridor study area. Economic performance in the area would be boosted. NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace numerous residences, possibly one business, and extensive land acreage, including wetlands, forest, and farmland. The project would require realignment of several miles of stream channel and encroach substantially on floodplain lands. From one to five structures eligible for inclusion in the National Register of Historic Places would be displaced due to highway development. The archaeological resource survey has not yet been completed. Rights-of-way development and motor vehicle use within the Corridor could significantly impact habitat for the Indiana Bat and bald eagle, both federally protected species, though the area populations of neither species would be substantially affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090420, Final EIS--1,109 pages and maps, Appendices and Comments/Responses on CD-ROM, December 4, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-09-01-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Creeks KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Impact Assessment Methodology KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 106 Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826596?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+3%2C+WASHINGTON+TO+CRANE+NAVAL+SURFACE+WEAPONS+CENTER%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+3%2C+WASHINGTON+TO+CRANE+NAVAL+SURFACE+WEAPONS+CENTER%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: December 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 3, WASHINGTON TO CRANE NAVAL SURFACE WEAPONS CENTER, INDIANA. [Part 4 of 6] T2 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 3, WASHINGTON TO CRANE NAVAL SURFACE WEAPONS CENTER, INDIANA. AN - 756826584; 14124-090420_0004 AB - PURPOSE: The construction of a 26-mile section of Interstate 69 (I-69) in Indiana from US 50 in Washington to US 231 at the Crane Naval Surface Warfare Center (NSWC) is proposed. This final EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The Corridor, which is part of the expanding Washington/NSWC urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project Corridor has been divided into five subsections for development of alternatives. For each subsection, three to nine alternatives were considered and one to three alternatives were carried forward for further consideration. Preferred alternatives were identified for each subsection in the draft EIS of January 2009. The typical freeway cross-section would consist of two 12-foot lanes in each direction flanked by 11-foot outside and five-foot inside shoulders and separated by a 60-foot depressed median within an overall right-of-way of 320 feet. In addition to the four alignment alternatives from the draft EIS, this final EIS considers a No-Build Alternative and a refined preferred alternative based on the preferred alternative identified in the draft EIS. Estimated costs for the preferred alternative range from $309 million to $340 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the Corridor study area. Economic performance in the area would be boosted. NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace numerous residences, possibly one business, and extensive land acreage, including wetlands, forest, and farmland. The project would require realignment of several miles of stream channel and encroach substantially on floodplain lands. From one to five structures eligible for inclusion in the National Register of Historic Places would be displaced due to highway development. The archaeological resource survey has not yet been completed. Rights-of-way development and motor vehicle use within the Corridor could significantly impact habitat for the Indiana Bat and bald eagle, both federally protected species, though the area populations of neither species would be substantially affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090420, Final EIS--1,109 pages and maps, Appendices and Comments/Responses on CD-ROM, December 4, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-09-01-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Creeks KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Impact Assessment Methodology KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 106 Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826584?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+3%2C+WASHINGTON+TO+CRANE+NAVAL+SURFACE+WEAPONS+CENTER%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+3%2C+WASHINGTON+TO+CRANE+NAVAL+SURFACE+WEAPONS+CENTER%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: December 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 3, WASHINGTON TO CRANE NAVAL SURFACE WEAPONS CENTER, INDIANA. [Part 2 of 6] T2 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 3, WASHINGTON TO CRANE NAVAL SURFACE WEAPONS CENTER, INDIANA. AN - 756826575; 14124-090420_0002 AB - PURPOSE: The construction of a 26-mile section of Interstate 69 (I-69) in Indiana from US 50 in Washington to US 231 at the Crane Naval Surface Warfare Center (NSWC) is proposed. This final EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The Corridor, which is part of the expanding Washington/NSWC urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project Corridor has been divided into five subsections for development of alternatives. For each subsection, three to nine alternatives were considered and one to three alternatives were carried forward for further consideration. Preferred alternatives were identified for each subsection in the draft EIS of January 2009. The typical freeway cross-section would consist of two 12-foot lanes in each direction flanked by 11-foot outside and five-foot inside shoulders and separated by a 60-foot depressed median within an overall right-of-way of 320 feet. In addition to the four alignment alternatives from the draft EIS, this final EIS considers a No-Build Alternative and a refined preferred alternative based on the preferred alternative identified in the draft EIS. Estimated costs for the preferred alternative range from $309 million to $340 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the Corridor study area. Economic performance in the area would be boosted. NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace numerous residences, possibly one business, and extensive land acreage, including wetlands, forest, and farmland. The project would require realignment of several miles of stream channel and encroach substantially on floodplain lands. From one to five structures eligible for inclusion in the National Register of Historic Places would be displaced due to highway development. The archaeological resource survey has not yet been completed. Rights-of-way development and motor vehicle use within the Corridor could significantly impact habitat for the Indiana Bat and bald eagle, both federally protected species, though the area populations of neither species would be substantially affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090420, Final EIS--1,109 pages and maps, Appendices and Comments/Responses on CD-ROM, December 4, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-09-01-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Creeks KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Impact Assessment Methodology KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 106 Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826575?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+3%2C+WASHINGTON+TO+CRANE+NAVAL+SURFACE+WEAPONS+CENTER%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+3%2C+WASHINGTON+TO+CRANE+NAVAL+SURFACE+WEAPONS+CENTER%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: December 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RICHMOND/HAMPTON ROADS PASSENGER RAIL PROJECT (TIER 1 DRAFT ENVIRONMENTAL IMPACT STATEMENT). [Part 3 of 4] T2 - RICHMOND/HAMPTON ROADS PASSENGER RAIL PROJECT (TIER 1 DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 756826448; 14130-090426_0003 AB - PURPOSE: Improved passenger rail service between Richmond and the Hampton Roads region of Virginia to ultimately connect to the Southeast, Northeast and Mid-Atlantic regions as an extension of the SoutheastNBHigh Speed Rail Corridor is proposed. The study area encompasses a broad region between Hampton Roads and Richmond, bordered by the CSX Transportation (CSXT) railroad line parallel to Interstate-64 (I-64) on the north, the Norfolk Southern (NS) railroad line parallel to Route 460 on the south, and the CSXT A Line between Petersburg and Richmond on the west. The eastern boundary is the Chesapeake Bay. The study area is divided by the James River. The project evaluates two principal transportation facilities: the existing CSXT/Amtrak route from Richmond to Newport News north of the James River on the Virginia Peninsula (Peninsula/CSXT route), and the NS rail route south of the James River between Petersburg and Norfolk (Southside/NS route). Currently, few alternatives to the private automobile and only limited air service are available to corridor residents, employees and tourists. Continued dependence on automobile travel contributes to the growing congestion on the principal highway facilities, namely I-64 and Route 460, in addition to contributing to greater demand for transportation fuels and the degrading of the environment by increasing the level of air pollutants and greenhouse gases. Five alternatives are considered in this draft Tier 1 EIS. Under the Status Quo Alternative, no operational or physical changes to the existing Amtrak Peninsula passenger rail service would be made and two daily round-trip trains would continue to operate between Richmond and Newport News at 79 mph maximum authorized speed (MAS). The No Action Alternative consists of the existing transportation network and committed highway, rail and airport improvement projects in the study area and assumes the operation of three daily round-trip Amtrak passenger trains between Newport News and Richmond, including one additional train over the Status Quo Alternative. Each Build alternative involves options for technology, propulsion, route, stations and related facilities, and storage and maintenance yards. Specific locations of storage and maintenance yards would be determined in subsequent analysis if a build alternative is selected. The two viable routes remaining after initial screening are the Southside/NS route and the Peninsula/CSXT route. Speed options consist of 79 mph, 90 mph and 110 mph MAS. Alternative 1 would serve both sides of the James River. The south side would be served by trains operating on the Southside/NS route with six daily round-trip trains operating at either 90 mph or 110 mph MAS. Trains would run mostly on upgraded facilities in the existing right-of-way from Petersburg to downtown Norfolk. Alternative 2a would also serve both sides of the James River. The study area north of the James River would be served by six daily round-trip trains operating at higher speeds of either 90 mph or 110 mph MAS along the Peninsula/CSXT route with a new station serving downtown Newport News. The study area south of the James River would be served by three daily round-trip trains operating at MAS 79 mph on the Southside/NS route. Alternative 2b would only serve the study area north of the James River and trains would operate at higher speeds of either 90 mph or 110 mph MAS along the Peninsula/CSXT route with nine daily round-trip trains. POSITIVE IMPACTS: Implementation of the proposed action would provide a competitive transportation choice for residents, tourists, and visitors traveling to and from the Hampton Roads region. Regional linkages would improve travel time and trip reliability; limit growth in highway congestion; develop the multimodal transportation system; improve safety, air quality and energy efficiency; encourage economic development; and help facilitate hurricane evacuation. NEGATIVE IMPACTS: The increase in rail traffic frequency and the higher speeds associated with the build alternatives would increase the risk of automobile collisions with trains at highway-rail crossings. Action alternatives involving an option that includes an increase in speed from 90 mph to 110 mph would not improve travel time savings significantly due to factors such as speed restricted zones. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Transit Law (49 U.S.C. 5301 et seq.). JF - EPA number: 090426, Volume 1--367 pages, Volume 2: Appendices--290 pages, December 4, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Energy Consumption Assessments KW - Noise Assessments KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Safety KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - Virginia KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826448?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RICHMOND%2FHAMPTON+ROADS+PASSENGER+RAIL+PROJECT+%28TIER+1+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=RICHMOND%2FHAMPTON+ROADS+PASSENGER+RAIL+PROJECT+%28TIER+1+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: December 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RICHMOND/HAMPTON ROADS PASSENGER RAIL PROJECT (TIER 1 DRAFT ENVIRONMENTAL IMPACT STATEMENT). [Part 1 of 4] T2 - RICHMOND/HAMPTON ROADS PASSENGER RAIL PROJECT (TIER 1 DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 756826387; 14130-090426_0001 AB - PURPOSE: Improved passenger rail service between Richmond and the Hampton Roads region of Virginia to ultimately connect to the Southeast, Northeast and Mid-Atlantic regions as an extension of the SoutheastNBHigh Speed Rail Corridor is proposed. The study area encompasses a broad region between Hampton Roads and Richmond, bordered by the CSX Transportation (CSXT) railroad line parallel to Interstate-64 (I-64) on the north, the Norfolk Southern (NS) railroad line parallel to Route 460 on the south, and the CSXT A Line between Petersburg and Richmond on the west. The eastern boundary is the Chesapeake Bay. The study area is divided by the James River. The project evaluates two principal transportation facilities: the existing CSXT/Amtrak route from Richmond to Newport News north of the James River on the Virginia Peninsula (Peninsula/CSXT route), and the NS rail route south of the James River between Petersburg and Norfolk (Southside/NS route). Currently, few alternatives to the private automobile and only limited air service are available to corridor residents, employees and tourists. Continued dependence on automobile travel contributes to the growing congestion on the principal highway facilities, namely I-64 and Route 460, in addition to contributing to greater demand for transportation fuels and the degrading of the environment by increasing the level of air pollutants and greenhouse gases. Five alternatives are considered in this draft Tier 1 EIS. Under the Status Quo Alternative, no operational or physical changes to the existing Amtrak Peninsula passenger rail service would be made and two daily round-trip trains would continue to operate between Richmond and Newport News at 79 mph maximum authorized speed (MAS). The No Action Alternative consists of the existing transportation network and committed highway, rail and airport improvement projects in the study area and assumes the operation of three daily round-trip Amtrak passenger trains between Newport News and Richmond, including one additional train over the Status Quo Alternative. Each Build alternative involves options for technology, propulsion, route, stations and related facilities, and storage and maintenance yards. Specific locations of storage and maintenance yards would be determined in subsequent analysis if a build alternative is selected. The two viable routes remaining after initial screening are the Southside/NS route and the Peninsula/CSXT route. Speed options consist of 79 mph, 90 mph and 110 mph MAS. Alternative 1 would serve both sides of the James River. The south side would be served by trains operating on the Southside/NS route with six daily round-trip trains operating at either 90 mph or 110 mph MAS. Trains would run mostly on upgraded facilities in the existing right-of-way from Petersburg to downtown Norfolk. Alternative 2a would also serve both sides of the James River. The study area north of the James River would be served by six daily round-trip trains operating at higher speeds of either 90 mph or 110 mph MAS along the Peninsula/CSXT route with a new station serving downtown Newport News. The study area south of the James River would be served by three daily round-trip trains operating at MAS 79 mph on the Southside/NS route. Alternative 2b would only serve the study area north of the James River and trains would operate at higher speeds of either 90 mph or 110 mph MAS along the Peninsula/CSXT route with nine daily round-trip trains. POSITIVE IMPACTS: Implementation of the proposed action would provide a competitive transportation choice for residents, tourists, and visitors traveling to and from the Hampton Roads region. Regional linkages would improve travel time and trip reliability; limit growth in highway congestion; develop the multimodal transportation system; improve safety, air quality and energy efficiency; encourage economic development; and help facilitate hurricane evacuation. NEGATIVE IMPACTS: The increase in rail traffic frequency and the higher speeds associated with the build alternatives would increase the risk of automobile collisions with trains at highway-rail crossings. Action alternatives involving an option that includes an increase in speed from 90 mph to 110 mph would not improve travel time savings significantly due to factors such as speed restricted zones. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Transit Law (49 U.S.C. 5301 et seq.). JF - EPA number: 090426, Volume 1--367 pages, Volume 2: Appendices--290 pages, December 4, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Energy Consumption Assessments KW - Noise Assessments KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Safety KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - Virginia KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826387?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RICHMOND%2FHAMPTON+ROADS+PASSENGER+RAIL+PROJECT+%28TIER+1+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=RICHMOND%2FHAMPTON+ROADS+PASSENGER+RAIL+PROJECT+%28TIER+1+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: December 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 3, WASHINGTON TO CRANE NAVAL SURFACE WEAPONS CENTER, INDIANA. [Part 3 of 6] T2 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 3, WASHINGTON TO CRANE NAVAL SURFACE WEAPONS CENTER, INDIANA. AN - 756826345; 14124-090420_0003 AB - PURPOSE: The construction of a 26-mile section of Interstate 69 (I-69) in Indiana from US 50 in Washington to US 231 at the Crane Naval Surface Warfare Center (NSWC) is proposed. This final EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The Corridor, which is part of the expanding Washington/NSWC urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project Corridor has been divided into five subsections for development of alternatives. For each subsection, three to nine alternatives were considered and one to three alternatives were carried forward for further consideration. Preferred alternatives were identified for each subsection in the draft EIS of January 2009. The typical freeway cross-section would consist of two 12-foot lanes in each direction flanked by 11-foot outside and five-foot inside shoulders and separated by a 60-foot depressed median within an overall right-of-way of 320 feet. In addition to the four alignment alternatives from the draft EIS, this final EIS considers a No-Build Alternative and a refined preferred alternative based on the preferred alternative identified in the draft EIS. Estimated costs for the preferred alternative range from $309 million to $340 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the Corridor study area. Economic performance in the area would be boosted. NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace numerous residences, possibly one business, and extensive land acreage, including wetlands, forest, and farmland. The project would require realignment of several miles of stream channel and encroach substantially on floodplain lands. From one to five structures eligible for inclusion in the National Register of Historic Places would be displaced due to highway development. The archaeological resource survey has not yet been completed. Rights-of-way development and motor vehicle use within the Corridor could significantly impact habitat for the Indiana Bat and bald eagle, both federally protected species, though the area populations of neither species would be substantially affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090420, Final EIS--1,109 pages and maps, Appendices and Comments/Responses on CD-ROM, December 4, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-09-01-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Creeks KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Impact Assessment Methodology KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 106 Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826345?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+3%2C+WASHINGTON+TO+CRANE+NAVAL+SURFACE+WEAPONS+CENTER%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+3%2C+WASHINGTON+TO+CRANE+NAVAL+SURFACE+WEAPONS+CENTER%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: December 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 3, WASHINGTON TO CRANE NAVAL SURFACE WEAPONS CENTER, INDIANA. [Part 6 of 6] T2 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 3, WASHINGTON TO CRANE NAVAL SURFACE WEAPONS CENTER, INDIANA. AN - 756826322; 14124-090420_0006 AB - PURPOSE: The construction of a 26-mile section of Interstate 69 (I-69) in Indiana from US 50 in Washington to US 231 at the Crane Naval Surface Warfare Center (NSWC) is proposed. This final EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The Corridor, which is part of the expanding Washington/NSWC urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project Corridor has been divided into five subsections for development of alternatives. For each subsection, three to nine alternatives were considered and one to three alternatives were carried forward for further consideration. Preferred alternatives were identified for each subsection in the draft EIS of January 2009. The typical freeway cross-section would consist of two 12-foot lanes in each direction flanked by 11-foot outside and five-foot inside shoulders and separated by a 60-foot depressed median within an overall right-of-way of 320 feet. In addition to the four alignment alternatives from the draft EIS, this final EIS considers a No-Build Alternative and a refined preferred alternative based on the preferred alternative identified in the draft EIS. Estimated costs for the preferred alternative range from $309 million to $340 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the Corridor study area. Economic performance in the area would be boosted. NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace numerous residences, possibly one business, and extensive land acreage, including wetlands, forest, and farmland. The project would require realignment of several miles of stream channel and encroach substantially on floodplain lands. From one to five structures eligible for inclusion in the National Register of Historic Places would be displaced due to highway development. The archaeological resource survey has not yet been completed. Rights-of-way development and motor vehicle use within the Corridor could significantly impact habitat for the Indiana Bat and bald eagle, both federally protected species, though the area populations of neither species would be substantially affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090420, Final EIS--1,109 pages and maps, Appendices and Comments/Responses on CD-ROM, December 4, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-09-01-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Creeks KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Impact Assessment Methodology KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 106 Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826322?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2015-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9781321832754&rft.btitle=&rft.title=Contingent+Worker+and+the+Entrepreneurial+Orientation&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: December 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 3, WASHINGTON TO CRANE NAVAL SURFACE WEAPONS CENTER, INDIANA. [Part 1 of 6] T2 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 3, WASHINGTON TO CRANE NAVAL SURFACE WEAPONS CENTER, INDIANA. AN - 756826292; 14124-090420_0001 AB - PURPOSE: The construction of a 26-mile section of Interstate 69 (I-69) in Indiana from US 50 in Washington to US 231 at the Crane Naval Surface Warfare Center (NSWC) is proposed. This final EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The Corridor, which is part of the expanding Washington/NSWC urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project Corridor has been divided into five subsections for development of alternatives. For each subsection, three to nine alternatives were considered and one to three alternatives were carried forward for further consideration. Preferred alternatives were identified for each subsection in the draft EIS of January 2009. The typical freeway cross-section would consist of two 12-foot lanes in each direction flanked by 11-foot outside and five-foot inside shoulders and separated by a 60-foot depressed median within an overall right-of-way of 320 feet. In addition to the four alignment alternatives from the draft EIS, this final EIS considers a No-Build Alternative and a refined preferred alternative based on the preferred alternative identified in the draft EIS. Estimated costs for the preferred alternative range from $309 million to $340 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the Corridor study area. Economic performance in the area would be boosted. NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace numerous residences, possibly one business, and extensive land acreage, including wetlands, forest, and farmland. The project would require realignment of several miles of stream channel and encroach substantially on floodplain lands. From one to five structures eligible for inclusion in the National Register of Historic Places would be displaced due to highway development. The archaeological resource survey has not yet been completed. Rights-of-way development and motor vehicle use within the Corridor could significantly impact habitat for the Indiana Bat and bald eagle, both federally protected species, though the area populations of neither species would be substantially affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090420, Final EIS--1,109 pages and maps, Appendices and Comments/Responses on CD-ROM, December 4, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-09-01-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Creeks KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Impact Assessment Methodology KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 106 Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826292?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+3%2C+WASHINGTON+TO+CRANE+NAVAL+SURFACE+WEAPONS+CENTER%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+3%2C+WASHINGTON+TO+CRANE+NAVAL+SURFACE+WEAPONS+CENTER%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: December 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 3, WASHINGTON TO CRANE NAVAL SURFACE WEAPONS CENTER, INDIANA. AN - 36347772; 14124 AB - PURPOSE: The construction of a 26-mile section of Interstate 69 (I-69) in Indiana from US 50 in Washington to US 231 at the Crane Naval Surface Warfare Center (NSWC) is proposed. This final EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The Corridor, which is part of the expanding Washington/NSWC urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project Corridor has been divided into five subsections for development of alternatives. For each subsection, three to nine alternatives were considered and one to three alternatives were carried forward for further consideration. Preferred alternatives were identified for each subsection in the draft EIS of January 2009. The typical freeway cross-section would consist of two 12-foot lanes in each direction flanked by 11-foot outside and five-foot inside shoulders and separated by a 60-foot depressed median within an overall right-of-way of 320 feet. In addition to the four alignment alternatives from the draft EIS, this final EIS considers a No-Build Alternative and a refined preferred alternative based on the preferred alternative identified in the draft EIS. Estimated costs for the preferred alternative range from $309 million to $340 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the Corridor study area. Economic performance in the area would be boosted. NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace numerous residences, possibly one business, and extensive land acreage, including wetlands, forest, and farmland. The project would require realignment of several miles of stream channel and encroach substantially on floodplain lands. From one to five structures eligible for inclusion in the National Register of Historic Places would be displaced due to highway development. The archaeological resource survey has not yet been completed. Rights-of-way development and motor vehicle use within the Corridor could significantly impact habitat for the Indiana Bat and bald eagle, both federally protected species, though the area populations of neither species would be substantially affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090420, Final EIS--1,109 pages and maps, Appendices and Comments/Responses on CD-ROM, December 4, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-09-01-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Creeks KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Impact Assessment Methodology KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 106 Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347772?accountid=14244 L2 - http://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=2009-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+3%2C+WASHINGTON+TO+CRANE+NAVAL+SURFACE+WEAPONS+CENTER%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+3%2C+WASHINGTON+TO+CRANE+NAVAL+SURFACE+WEAPONS+CENTER%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: December 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RICHMOND/HAMPTON ROADS PASSENGER RAIL PROJECT (TIER 1 DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 16382196; 14130 AB - PURPOSE: Improved passenger rail service between Richmond and the Hampton Roads region of Virginia to ultimately connect to the Southeast, Northeast and Mid-Atlantic regions as an extension of the SoutheastNBHigh Speed Rail Corridor is proposed. The study area encompasses a broad region between Hampton Roads and Richmond, bordered by the CSX Transportation (CSXT) railroad line parallel to Interstate-64 (I-64) on the north, the Norfolk Southern (NS) railroad line parallel to Route 460 on the south, and the CSXT A Line between Petersburg and Richmond on the west. The eastern boundary is the Chesapeake Bay. The study area is divided by the James River. The project evaluates two principal transportation facilities: the existing CSXT/Amtrak route from Richmond to Newport News north of the James River on the Virginia Peninsula (Peninsula/CSXT route), and the NS rail route south of the James River between Petersburg and Norfolk (Southside/NS route). Currently, few alternatives to the private automobile and only limited air service are available to corridor residents, employees and tourists. Continued dependence on automobile travel contributes to the growing congestion on the principal highway facilities, namely I-64 and Route 460, in addition to contributing to greater demand for transportation fuels and the degrading of the environment by increasing the level of air pollutants and greenhouse gases. Five alternatives are considered in this draft Tier 1 EIS. Under the Status Quo Alternative, no operational or physical changes to the existing Amtrak Peninsula passenger rail service would be made and two daily round-trip trains would continue to operate between Richmond and Newport News at 79 mph maximum authorized speed (MAS). The No Action Alternative consists of the existing transportation network and committed highway, rail and airport improvement projects in the study area and assumes the operation of three daily round-trip Amtrak passenger trains between Newport News and Richmond, including one additional train over the Status Quo Alternative. Each Build alternative involves options for technology, propulsion, route, stations and related facilities, and storage and maintenance yards. Specific locations of storage and maintenance yards would be determined in subsequent analysis if a build alternative is selected. The two viable routes remaining after initial screening are the Southside/NS route and the Peninsula/CSXT route. Speed options consist of 79 mph, 90 mph and 110 mph MAS. Alternative 1 would serve both sides of the James River. The south side would be served by trains operating on the Southside/NS route with six daily round-trip trains operating at either 90 mph or 110 mph MAS. Trains would run mostly on upgraded facilities in the existing right-of-way from Petersburg to downtown Norfolk. Alternative 2a would also serve both sides of the James River. The study area north of the James River would be served by six daily round-trip trains operating at higher speeds of either 90 mph or 110 mph MAS along the Peninsula/CSXT route with a new station serving downtown Newport News. The study area south of the James River would be served by three daily round-trip trains operating at MAS 79 mph on the Southside/NS route. Alternative 2b would only serve the study area north of the James River and trains would operate at higher speeds of either 90 mph or 110 mph MAS along the Peninsula/CSXT route with nine daily round-trip trains. POSITIVE IMPACTS: Implementation of the proposed action would provide a competitive transportation choice for residents, tourists, and visitors traveling to and from the Hampton Roads region. Regional linkages would improve travel time and trip reliability; limit growth in highway congestion; develop the multimodal transportation system; improve safety, air quality and energy efficiency; encourage economic development; and help facilitate hurricane evacuation. NEGATIVE IMPACTS: The increase in rail traffic frequency and the higher speeds associated with the build alternatives would increase the risk of automobile collisions with trains at highway-rail crossings. Action alternatives involving an option that includes an increase in speed from 90 mph to 110 mph would not improve travel time savings significantly due to factors such as speed restricted zones. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Transit Law (49 U.S.C. 5301 et seq.). JF - EPA number: 090426, Volume 1--367 pages, Volume 2: Appendices--290 pages, December 4, 2009 PY - 2009 KW - Roads and Railroads KW - Energy Consumption Assessments KW - Noise Assessments KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Safety KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - Virginia KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16382196?accountid=14244 L2 - http://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=2009-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RICHMOND%2FHAMPTON+ROADS+PASSENGER+RAIL+PROJECT+%28TIER+1+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=RICHMOND%2FHAMPTON+ROADS+PASSENGER+RAIL+PROJECT+%28TIER+1+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: December 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Landslides along the Winter Rim Fault, Summer Lake, Oregon AN - 742920432; 2010-060160 AB - The field trip guide describes nine stops that examine the mechanisms and timing of some of the abundant and often gigantic landslides that occur along the Winter Ridge-Slide Mountain escarpment in south-central Oregon. Subsidence of Summer Lake basin, situated in the northwestern Basin and Range Province, has exposed a kilometer-thick Neogene sequence of dense volcanic flow rocks overlying very weak tuffaceous sedimentary rocks in the bounding escarpment. Subsidence is accommodated on the 58-km-long Winter Rim fault system, a normal fault which is capable of producing Mw nearly equal 7 earthquakes with near-field, maximum horizontal acceleration approaching 1 g on the bedrock footwall. Gigantic rock slides cubic kilometers in volume scallop the southwestern portion of the escarpment, and their deposits run out as rock avalanches several kilometers onto the basin floor. Limit-equilibrium slope stability analyses support observations that these gigantic bedrock landslides initiate within the weak tuffaceous sedimentary rocks along shallow, east-dipping, planar failure surfaces one to two kilometers in length; are insensitive to groundwater fluctuations; and, are stable under static conditions. Strong ground motions appear requisite to trigger landsliding and are necessary to replicate the long, shallow failure surfaces. Landslide, colluvial, and lacustrine deposits on the hanging wall have undergone widespread post-emplacement deformation, which may involve large-scale seismogenic lateral spreading and flow sliding controlled by the saturated, fine-grained basin fill. JF - GSA Field Guide AU - Badger, Thomas C AU - Watters, Robert J A2 - O'Connor, Jim E. A2 - Dorsey, Rebecca J. A2 - Madin, Ian P. Y1 - 2009/12// PY - 2009 DA - December 2009 SP - 203 EP - 220 PB - Geological Society of America, Boulder, CO VL - 15 KW - United States KW - Summer Lake KW - geologic hazards KW - landform evolution KW - guidebook KW - surficial geology KW - field trips KW - liquefaction KW - road log KW - Lake County Oregon KW - Oregon KW - landslides KW - neotectonics KW - Winter Rim Fault KW - mass movements KW - ground motion KW - tectonics KW - scarps KW - geomorphology KW - slope stability KW - earthquakes KW - faults KW - 23:Geomorphology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/742920432?accountid=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=GSA+Field+Guide&rft.atitle=Landslides+along+the+Winter+Rim+Fault%2C+Summer+Lake%2C+Oregon&rft.au=Badger%2C+Thomas+C%3BWatters%2C+Robert+J&rft.aulast=Badger&rft.aufirst=Thomas&rft.date=2009-12-01&rft.volume=15&rft.issue=&rft.spage=203&rft.isbn=&rft.btitle=&rft.title=GSA+Field+Guide&rft.issn=&rft_id=info:doi/10.1130%2F2009.fld015%2810%29 L2 - http://fieldguides.gsapubs.org/content/by/year LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2010-01-01 N1 - Number of references - 44 N1 - PubXState - CO N1 - Document feature - illus. incl. sects., sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - #05176 N1 - SubjectsTermNotLitGenreText - earthquakes; faults; field trips; geologic hazards; geomorphology; ground motion; guidebook; Lake County Oregon; landform evolution; landslides; liquefaction; mass movements; neotectonics; Oregon; road log; scarps; slope stability; Summer Lake; surficial geology; tectonics; United States; Winter Rim Fault DO - http://dx.doi.org/10.1130/2009.fld015(10) ER - TY - JOUR T1 - You (expect to) get what you pay for: A system approach to delay, fare, and complaints AN - 21204715; 11187522 AB - In this paper, an analytical framework integrating delay, fare, and complaints with passenger air travel has been laid out. Examining aggregate monthly data for US domestic air travel, we have identified causal relationships among fare, complaints, and levels of delay. An analytical framework is proposed that formalizes these relationships in an integrated manner. This integrated framework is then estimated in a set of simultaneous equations by using 118months of data from January 1997 to October 2006. Results show that complaints are influenced by levels of delays. However, complaints are positively influenced by average yield. These findings lead us to support the central hypothesis that complaints are responsive to levels of delays, but they tend to vary according to fare. That is, air travelers are less likely to complain in return for lower fares, even when faced with the same or even higher levels of delays. These findings have important policy implications, including the passengers' bill of rights and regulator's choice between market and operational performances. JF - Transportation Research, Part A AU - Bhadra, D AD - D.C., SW, DC 50191, dipasis.bhadra@faa.gov Y1 - 2009/12// PY - 2009 DA - Dec 2009 SP - 829 EP - 843 PB - Elsevier Science, 660 White Plains Rd., Floor 2 Tarrytown NY 10591-5153 USA VL - 43 IS - 9-10 SN - 0965-8564, 0965-8564 KW - Environment Abstracts KW - Travel KW - Lead KW - Transportation KW - ENA 01:Air Pollution UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21204715?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aenvabstractsmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research%2C+Part+A&rft.atitle=You+%28expect+to%29+get+what+you+pay+for%3A+A+system+approach+to+delay%2C+fare%2C+and+complaints&rft.au=Bhadra%2C+D&rft.aulast=Bhadra&rft.aufirst=D&rft.date=2009-12-01&rft.volume=43&rft.issue=9-10&rft.spage=829&rft.isbn=&rft.btitle=&rft.title=Transportation+Research%2C+Part+A&rft.issn=09658564&rft_id=info:doi/10.1016%2Fj.tra.2009.08.003 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-01 N1 - Last updated - 2011-12-14 N1 - SubjectsTermNotLitGenreText - Travel; Lead; Transportation DO - http://dx.doi.org/10.1016/j.tra.2009.08.003 ER - TY - JOUR T1 - Effects of countdown timers on queue discharge characteristics of through movement at a signalized intersection AN - 20791765; 10881203 AB - This study investigates how countdown timers installed at a signalized intersection affect the queue discharge characteristics of through movement during the green phase. Since the countdown timers display the time remaining (in seconds) until the onset of the green phase, drivers waiting in the queue at the intersection are aware of the upcoming phase change, and are likely to respond quicker. Thus, the countdown timers could reduce the start-up lost time, decrease the saturation headway, and increase the saturation flow rate. This study observed vehicle flow at an intersection in Bangkok for 24h when the countdown timers were operating, and for another 24h when the countdown timers were switched off. The signal plans and timings remained unchanged in both cases. Standard statistical t-tests were used to compare the difference in traffic characteristics between the ''with timer'' and ''without timer'' cases. It was found that the countdown timers had a significant impact on the start-up lost time, reducing it by 1.00-1.92s per cycle, or a 17-32% time saving. However, the effects on saturation headway were found to be trivial, which implies that the countdown timers do not have much impact on the saturation flow rate of signalized intersections, especially during the off-peak day period and the late night period. The savings in the start-up lost time from the countdown timers was estimated to be equivalent to an 8-24 vehicles/h increase for each through movement lane at the intersection being studied. JF - Transportation Research, Part C AU - Limanond, T AU - Chookerd, S AU - Roubtonglang, N AD - Department of Transportation Engineering, 111 University Avenue, Suranaree Sub-district, Nakhon Ratchasima 30000, Thailand, tlimanond@yahoo.com Y1 - 2009/12// PY - 2009 DA - Dec 2009 SP - 662 EP - 671 PB - Elsevier Science, 660 White Plains Rd., Floor 2 Tarrytown NY 10591-5153 USA VL - 17 IS - 6 SN - 0968-090X, 0968-090X KW - Health & Safety Science Abstracts; Environment Abstracts KW - Thailand, Chacoengsao Prov., Bangkok KW - Flow rates KW - Transportation KW - traffic KW - H 2000:Transportation KW - ENA 05:Environmental Design & Urban Ecology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20791765?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research%2C+Part+C&rft.atitle=Effects+of+countdown+timers+on+queue+discharge+characteristics+of+through+movement+at+a+signalized+intersection&rft.au=Limanond%2C+T%3BChookerd%2C+S%3BRoubtonglang%2C+N&rft.aulast=Limanond&rft.aufirst=T&rft.date=2009-12-01&rft.volume=17&rft.issue=6&rft.spage=662&rft.isbn=&rft.btitle=&rft.title=Transportation+Research%2C+Part+C&rft.issn=0968090X&rft_id=info:doi/10.1016%2Fj.trc.2009.05.005 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-09-01 N1 - Last updated - 2011-12-14 N1 - SubjectsTermNotLitGenreText - Thailand, Chacoengsao Prov., Bangkok; Flow rates; traffic; Transportation DO - http://dx.doi.org/10.1016/j.trc.2009.05.005 ER - TY - RPRT T1 - PLACER PARKWAY CORRIDOR PRESERVATION FROM STATE ROUTE 70/99 TO STATE ROUTE 65, SUTTER AND PLACER COUNTIES, CALIFORNIA. [Part 3 of 3] T2 - PLACER PARKWAY CORRIDOR PRESERVATION FROM STATE ROUTE 70/99 TO STATE ROUTE 65, SUTTER AND PLACER COUNTIES, CALIFORNIA. AN - 756826287; 14113-090409_0003 AB - PURPOSE: The selection and acquisition of transportation rights-of-way within a 14.2- to 16.2-mile corridor for the future construction of Placer Parkway, a proposed east-west roadway linking State Route (SR) 65 and SR 70/99 in Sutter and Placer counties, California are proposed. Placer Parkway has been established as a high-priority regional transportation facility in the Sacramento Council of Governments' 2005 Metropolitan Transportation Plan and the 2027 Placer County Regional Transportation Plan. The rights-of-way to be acquired would be a 500- to 1,000-foot-wide corridor within which a four- to six-lane parkway would be constructed. The 500-foot-wide sections would traverse the eastern and western segments of the corridor, while the 1,000-foot-wide section would lie between Pleasant Grove Road and Fiddyment Road, which is the central segment. Construction of the parkway would be subject to a separate environmental review. This final EIS considers five alternative alignments and a No-Build Alternative. The selected corridor would contain the roadway, including the median, travel lanes, shoulders, associated access ramps, and a no-development buffer zone. Access to the parkway would be provided at its western and eastern ends, where existing areas of dense development are already located or planned. Access would be restricted for the seven-mile segment between Pleasant Grove Road and Fiddyment Road. Interchanges would be provided via SR 65 at Whitney Ranch Parkway, Foothills Boulevard, Fiddyment Road, one or two locations to be determined in southern Sutter County, and SR 70/99 at a point 0.5 mile north of Riego Road or at Sankey Road. Updated data, including farmland classification, and additional growth analyses were presented in a supplemental draft EIS in January 2009. Alternative 5 with a no-access buffer is the preferred corridor alignment alternative identified in this final Tier 1 EIS. POSITIVE IMPACTS: The Placer Parkway would reduce anticipated congestion on both the local and regional road transportation system and advance the economic development goals established for southwestern Placer County and southern Sutter County. NEGATIVE IMPACTS: Acquisition of 1,627 to 1,918 acres of rights-of-way would displace 1,578 to 1,814 acres of farmland, including prime farmland, as well as 4.8 to 12.3 acres of riparian land, 269 to 370 acres of floodplain, 28 to 35.8 acres of wetlands, 107 to 127 acres of vernal pools. The rights-of-way would bisect 26 to 35 parcels of farmland. Impacts to federally protected species would include the loss or degradation of 268 to 340 acres of habitat for the garter snake, 3.3 to 7.9 acres of nesting habitat for Swainson's hawk and white-tailed kite, 759 to 10,244 acres of foraging habitat for Swainson's hawk, and 1.2 to 1.9 acres of valley elderberry longhorn beetle habitat. The parkway would increase impervious area by 622 to 745 acres within the corridor, increasing runoff and reducing percolation. The project could affect Reclamation District No. 1000 Rural Historic District, which is eligible for inclusion in the national Register of Historic Places. Traffic-generated noise levels associated with the parkway would exceed federal standards at one or two existing residences. Construction workers would encounter three or four hazardous waste sites. Construction emissions would exceed local air quality standards for volatile organic compounds, nitrogen oxides, and particulate matter. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090409, 911 pages and maps, November 24, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-CA-FEIS-2009-46 KW - Air Quality Standards Violations KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Insects KW - Nitrogen Oxides KW - Noise Standards Violations KW - Particulates KW - Section 4(f) Statements KW - Volatile Organic Compounds KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826287?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PLACER+PARKWAY+CORRIDOR+PRESERVATION+FROM+STATE+ROUTE+70%2F99+TO+STATE+ROUTE+65%2C+SUTTER+AND+PLACER+COUNTIES%2C+CALIFORNIA.&rft.title=PLACER+PARKWAY+CORRIDOR+PRESERVATION+FROM+STATE+ROUTE+70%2F99+TO+STATE+ROUTE+65%2C+SUTTER+AND+PLACER+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 24, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PLACER PARKWAY CORRIDOR PRESERVATION FROM STATE ROUTE 70/99 TO STATE ROUTE 65, SUTTER AND PLACER COUNTIES, CALIFORNIA. [Part 2 of 3] T2 - PLACER PARKWAY CORRIDOR PRESERVATION FROM STATE ROUTE 70/99 TO STATE ROUTE 65, SUTTER AND PLACER COUNTIES, CALIFORNIA. AN - 756826278; 14113-090409_0002 AB - PURPOSE: The selection and acquisition of transportation rights-of-way within a 14.2- to 16.2-mile corridor for the future construction of Placer Parkway, a proposed east-west roadway linking State Route (SR) 65 and SR 70/99 in Sutter and Placer counties, California are proposed. Placer Parkway has been established as a high-priority regional transportation facility in the Sacramento Council of Governments' 2005 Metropolitan Transportation Plan and the 2027 Placer County Regional Transportation Plan. The rights-of-way to be acquired would be a 500- to 1,000-foot-wide corridor within which a four- to six-lane parkway would be constructed. The 500-foot-wide sections would traverse the eastern and western segments of the corridor, while the 1,000-foot-wide section would lie between Pleasant Grove Road and Fiddyment Road, which is the central segment. Construction of the parkway would be subject to a separate environmental review. This final EIS considers five alternative alignments and a No-Build Alternative. The selected corridor would contain the roadway, including the median, travel lanes, shoulders, associated access ramps, and a no-development buffer zone. Access to the parkway would be provided at its western and eastern ends, where existing areas of dense development are already located or planned. Access would be restricted for the seven-mile segment between Pleasant Grove Road and Fiddyment Road. Interchanges would be provided via SR 65 at Whitney Ranch Parkway, Foothills Boulevard, Fiddyment Road, one or two locations to be determined in southern Sutter County, and SR 70/99 at a point 0.5 mile north of Riego Road or at Sankey Road. Updated data, including farmland classification, and additional growth analyses were presented in a supplemental draft EIS in January 2009. Alternative 5 with a no-access buffer is the preferred corridor alignment alternative identified in this final Tier 1 EIS. POSITIVE IMPACTS: The Placer Parkway would reduce anticipated congestion on both the local and regional road transportation system and advance the economic development goals established for southwestern Placer County and southern Sutter County. NEGATIVE IMPACTS: Acquisition of 1,627 to 1,918 acres of rights-of-way would displace 1,578 to 1,814 acres of farmland, including prime farmland, as well as 4.8 to 12.3 acres of riparian land, 269 to 370 acres of floodplain, 28 to 35.8 acres of wetlands, 107 to 127 acres of vernal pools. The rights-of-way would bisect 26 to 35 parcels of farmland. Impacts to federally protected species would include the loss or degradation of 268 to 340 acres of habitat for the garter snake, 3.3 to 7.9 acres of nesting habitat for Swainson's hawk and white-tailed kite, 759 to 10,244 acres of foraging habitat for Swainson's hawk, and 1.2 to 1.9 acres of valley elderberry longhorn beetle habitat. The parkway would increase impervious area by 622 to 745 acres within the corridor, increasing runoff and reducing percolation. The project could affect Reclamation District No. 1000 Rural Historic District, which is eligible for inclusion in the national Register of Historic Places. Traffic-generated noise levels associated with the parkway would exceed federal standards at one or two existing residences. Construction workers would encounter three or four hazardous waste sites. Construction emissions would exceed local air quality standards for volatile organic compounds, nitrogen oxides, and particulate matter. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090409, 911 pages and maps, November 24, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-CA-FEIS-2009-46 KW - Air Quality Standards Violations KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Insects KW - Nitrogen Oxides KW - Noise Standards Violations KW - Particulates KW - Section 4(f) Statements KW - Volatile Organic Compounds KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826278?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PLACER+PARKWAY+CORRIDOR+PRESERVATION+FROM+STATE+ROUTE+70%2F99+TO+STATE+ROUTE+65%2C+SUTTER+AND+PLACER+COUNTIES%2C+CALIFORNIA.&rft.title=PLACER+PARKWAY+CORRIDOR+PRESERVATION+FROM+STATE+ROUTE+70%2F99+TO+STATE+ROUTE+65%2C+SUTTER+AND+PLACER+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 24, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PLACER PARKWAY CORRIDOR PRESERVATION FROM STATE ROUTE 70/99 TO STATE ROUTE 65, SUTTER AND PLACER COUNTIES, CALIFORNIA. [Part 1 of 3] T2 - PLACER PARKWAY CORRIDOR PRESERVATION FROM STATE ROUTE 70/99 TO STATE ROUTE 65, SUTTER AND PLACER COUNTIES, CALIFORNIA. AN - 756826269; 14113-090409_0001 AB - PURPOSE: The selection and acquisition of transportation rights-of-way within a 14.2- to 16.2-mile corridor for the future construction of Placer Parkway, a proposed east-west roadway linking State Route (SR) 65 and SR 70/99 in Sutter and Placer counties, California are proposed. Placer Parkway has been established as a high-priority regional transportation facility in the Sacramento Council of Governments' 2005 Metropolitan Transportation Plan and the 2027 Placer County Regional Transportation Plan. The rights-of-way to be acquired would be a 500- to 1,000-foot-wide corridor within which a four- to six-lane parkway would be constructed. The 500-foot-wide sections would traverse the eastern and western segments of the corridor, while the 1,000-foot-wide section would lie between Pleasant Grove Road and Fiddyment Road, which is the central segment. Construction of the parkway would be subject to a separate environmental review. This final EIS considers five alternative alignments and a No-Build Alternative. The selected corridor would contain the roadway, including the median, travel lanes, shoulders, associated access ramps, and a no-development buffer zone. Access to the parkway would be provided at its western and eastern ends, where existing areas of dense development are already located or planned. Access would be restricted for the seven-mile segment between Pleasant Grove Road and Fiddyment Road. Interchanges would be provided via SR 65 at Whitney Ranch Parkway, Foothills Boulevard, Fiddyment Road, one or two locations to be determined in southern Sutter County, and SR 70/99 at a point 0.5 mile north of Riego Road or at Sankey Road. Updated data, including farmland classification, and additional growth analyses were presented in a supplemental draft EIS in January 2009. Alternative 5 with a no-access buffer is the preferred corridor alignment alternative identified in this final Tier 1 EIS. POSITIVE IMPACTS: The Placer Parkway would reduce anticipated congestion on both the local and regional road transportation system and advance the economic development goals established for southwestern Placer County and southern Sutter County. NEGATIVE IMPACTS: Acquisition of 1,627 to 1,918 acres of rights-of-way would displace 1,578 to 1,814 acres of farmland, including prime farmland, as well as 4.8 to 12.3 acres of riparian land, 269 to 370 acres of floodplain, 28 to 35.8 acres of wetlands, 107 to 127 acres of vernal pools. The rights-of-way would bisect 26 to 35 parcels of farmland. Impacts to federally protected species would include the loss or degradation of 268 to 340 acres of habitat for the garter snake, 3.3 to 7.9 acres of nesting habitat for Swainson's hawk and white-tailed kite, 759 to 10,244 acres of foraging habitat for Swainson's hawk, and 1.2 to 1.9 acres of valley elderberry longhorn beetle habitat. The parkway would increase impervious area by 622 to 745 acres within the corridor, increasing runoff and reducing percolation. The project could affect Reclamation District No. 1000 Rural Historic District, which is eligible for inclusion in the national Register of Historic Places. Traffic-generated noise levels associated with the parkway would exceed federal standards at one or two existing residences. Construction workers would encounter three or four hazardous waste sites. Construction emissions would exceed local air quality standards for volatile organic compounds, nitrogen oxides, and particulate matter. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090409, 911 pages and maps, November 24, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CA-FEIS-2009-46 KW - Air Quality Standards Violations KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Insects KW - Nitrogen Oxides KW - Noise Standards Violations KW - Particulates KW - Section 4(f) Statements KW - Volatile Organic Compounds KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826269?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PLACER+PARKWAY+CORRIDOR+PRESERVATION+FROM+STATE+ROUTE+70%2F99+TO+STATE+ROUTE+65%2C+SUTTER+AND+PLACER+COUNTIES%2C+CALIFORNIA.&rft.title=PLACER+PARKWAY+CORRIDOR+PRESERVATION+FROM+STATE+ROUTE+70%2F99+TO+STATE+ROUTE+65%2C+SUTTER+AND+PLACER+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 24, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PLACER PARKWAY CORRIDOR PRESERVATION FROM STATE ROUTE 70/99 TO STATE ROUTE 65, SUTTER AND PLACER COUNTIES, CALIFORNIA. AN - 16380245; 14113 AB - PURPOSE: The selection and acquisition of transportation rights-of-way within a 14.2- to 16.2-mile corridor for the future construction of Placer Parkway, a proposed east-west roadway linking State Route (SR) 65 and SR 70/99 in Sutter and Placer counties, California are proposed. Placer Parkway has been established as a high-priority regional transportation facility in the Sacramento Council of Governments' 2005 Metropolitan Transportation Plan and the 2027 Placer County Regional Transportation Plan. The rights-of-way to be acquired would be a 500- to 1,000-foot-wide corridor within which a four- to six-lane parkway would be constructed. The 500-foot-wide sections would traverse the eastern and western segments of the corridor, while the 1,000-foot-wide section would lie between Pleasant Grove Road and Fiddyment Road, which is the central segment. Construction of the parkway would be subject to a separate environmental review. This final EIS considers five alternative alignments and a No-Build Alternative. The selected corridor would contain the roadway, including the median, travel lanes, shoulders, associated access ramps, and a no-development buffer zone. Access to the parkway would be provided at its western and eastern ends, where existing areas of dense development are already located or planned. Access would be restricted for the seven-mile segment between Pleasant Grove Road and Fiddyment Road. Interchanges would be provided via SR 65 at Whitney Ranch Parkway, Foothills Boulevard, Fiddyment Road, one or two locations to be determined in southern Sutter County, and SR 70/99 at a point 0.5 mile north of Riego Road or at Sankey Road. Updated data, including farmland classification, and additional growth analyses were presented in a supplemental draft EIS in January 2009. Alternative 5 with a no-access buffer is the preferred corridor alignment alternative identified in this final Tier 1 EIS. POSITIVE IMPACTS: The Placer Parkway would reduce anticipated congestion on both the local and regional road transportation system and advance the economic development goals established for southwestern Placer County and southern Sutter County. NEGATIVE IMPACTS: Acquisition of 1,627 to 1,918 acres of rights-of-way would displace 1,578 to 1,814 acres of farmland, including prime farmland, as well as 4.8 to 12.3 acres of riparian land, 269 to 370 acres of floodplain, 28 to 35.8 acres of wetlands, 107 to 127 acres of vernal pools. The rights-of-way would bisect 26 to 35 parcels of farmland. Impacts to federally protected species would include the loss or degradation of 268 to 340 acres of habitat for the garter snake, 3.3 to 7.9 acres of nesting habitat for Swainson's hawk and white-tailed kite, 759 to 10,244 acres of foraging habitat for Swainson's hawk, and 1.2 to 1.9 acres of valley elderberry longhorn beetle habitat. The parkway would increase impervious area by 622 to 745 acres within the corridor, increasing runoff and reducing percolation. The project could affect Reclamation District No. 1000 Rural Historic District, which is eligible for inclusion in the national Register of Historic Places. Traffic-generated noise levels associated with the parkway would exceed federal standards at one or two existing residences. Construction workers would encounter three or four hazardous waste sites. Construction emissions would exceed local air quality standards for volatile organic compounds, nitrogen oxides, and particulate matter. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090409, 911 pages and maps, November 24, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-CA-FEIS-2009-46 KW - Air Quality Standards Violations KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Insects KW - Nitrogen Oxides KW - Noise Standards Violations KW - Particulates KW - Section 4(f) Statements KW - Volatile Organic Compounds KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16380245?accountid=14244 L2 - http://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=2009-11-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PLACER+PARKWAY+CORRIDOR+PRESERVATION+FROM+STATE+ROUTE+70%2F99+TO+STATE+ROUTE+65%2C+SUTTER+AND+PLACER+COUNTIES%2C+CALIFORNIA.&rft.title=PLACER+PARKWAY+CORRIDOR+PRESERVATION+FROM+STATE+ROUTE+70%2F99+TO+STATE+ROUTE+65%2C+SUTTER+AND+PLACER+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 24, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 42 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873127020; 14108-4_0042 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 42 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127020?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 40 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873127014; 14108-4_0040 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 40 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127014?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 34 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126914; 14108-4_0034 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 34 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126914?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 38 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126905; 14108-4_0038 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 38 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126905?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 45 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126902; 14108-4_0045 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 45 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126902?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 44 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126895; 14108-4_0044 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 44 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126895?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 30 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126889; 14108-4_0030 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 30 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126889?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 43 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126689; 14108-4_0043 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 43 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126689?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 29 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126687; 14108-4_0029 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 29 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126687?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 12 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126682; 14108-4_0012 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 12 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126682?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 11 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126675; 14108-4_0011 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 11 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126675?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 10 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126668; 14108-4_0010 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 10 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126668?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 9 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126661; 14108-4_0009 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 9 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126661?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 47 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126642; 14108-4_0047 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 47 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126642?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 46 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126635; 14108-4_0046 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 46 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126635?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 33 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126549; 14108-4_0033 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 33 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126549?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 32 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126541; 14108-4_0032 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 32 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126541?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 25 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126526; 14108-4_0025 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 25 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126526?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 24 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126519; 14108-4_0024 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 24 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126519?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 49 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126516; 14108-4_0049 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 49 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126516?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 23 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126512; 14108-4_0023 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 23 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126512?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 1 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126426; 14108-4_0001 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126426?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 41 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126279; 14108-4_0041 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 41 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126279?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 39 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126271; 14108-4_0039 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 39 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126271?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 3 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126234; 14108-4_0003 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126234?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 2 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126225; 14108-4_0002 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126225?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 37 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126158; 14108-4_0037 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 37 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126158?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 36 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126142; 14108-4_0036 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 36 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126142?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 35 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126119; 14108-4_0035 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 35 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126119?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 20 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126046; 14108-4_0020 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 20 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126046?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 8 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126041; 14108-4_0008 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 8 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126041?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 6 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126027; 14108-4_0006 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126027?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 26 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126023; 14108-4_0026 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 26 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126023?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 5 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873126013; 14108-4_0005 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126013?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 16 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873125986; 14108-4_0016 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 16 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125986?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 15 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873125976; 14108-4_0015 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 15 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125976?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 14 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873125968; 14108-4_0014 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 14 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125968?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 19 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873125964; 14108-4_0019 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 19 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125964?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 13 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873125953; 14108-4_0013 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 13 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125953?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 18 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873125952; 14108-4_0018 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 18 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125952?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 27 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873125944; 14108-4_0027 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 27 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125944?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 59 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873125682; 14108-4_0059 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 59 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125682?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 54 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873125679; 14108-4_0054 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 54 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125679?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 53 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873125676; 14108-4_0053 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 53 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125676?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 51 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873125671; 14108-4_0051 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 51 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125671?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 50 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873125669; 14108-4_0050 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 50 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125669?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 57 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873125602; 14108-4_0057 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 57 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125602?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). [Part 56 of 59] T2 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 873125599; 14108-4_0056 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 VL - 56 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125599?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BART-OAKLAND INTERNATIONAL AIRPORT CONNECTOR, SAN FRANCISCO, ALAMEDA COUNTY, CALIFORNIA (ADOPTION BY THE FEDERAL AVIATION ADMINISTRATION). AN - 16390705; 14108 AB - PURPOSE: The construction and operation of an extension of the Bay Area Rapid Transit (BART) System to provide service to the Oakland International Airport in the Oakland/San Francisco Metropolitan Area of Alameda County, California, were proposed in a final EIS in March 2002. That document is now being adopted by the Federal Aviation Administration. Three alternatives, including the No Action Alternative, were considered in the final EIS. The transit connector would extend 3.2 miles south from the existing Coliseum BART Station to an airport terminal. The No Action Alternative would involve expansion of the existing AirBART bus service. The Quality Bus Alternative would involve a more elaborate expansion of the BART bus service as well as two new terminal stations. The Automated Guideway Transit (AGT) Alternative, identified as the preferred alternative, would provide for the transit connector, which would involve a one- or two-vehicle train that could be automated and driverless. A peak operating fleet of eight new AGT vehicles, the total fleet being 11 vehicles, would allow for the 3.1-minute peak period headways required to carry the projected passenger demand in 2020. AGT stations would be constructed at the airport and the Coliseum BART Station. Two intermediate AGT stops could be accommodated as a design option at sites along the Hegenberger Road alignment. A maintenance facility would be located at the end of the guideway in the Coliseum BART Station parking lot. Three or four power stations would be required, depending on the selected AGT technology; these would be located at each end of the guideway and an one or two intermediate points along the alignment. POSITIVE IMPACTS: The proposed extension of the BART system would provide improved access to the airport via a direct, convenient rapid transit connection. NEGATIVE IMPACTS: The AGT Alternative would alter traffic patterns and displace parking spaces in some areas, affecting access to businesses, displace property, alter visual landscape aesthetics, and alter stormwater drainage patterns, and displace wetlands and habitat for nesting birds. Noise and vibration impacts could be significant in some areas along the rail line. Energy demand would increase significantly. Archaeological resource sites would be affected, and utility lines would require relocation. LEGAL MANDATES: Federal Transit Act (49 U.S.C. 1602(d)(i) and 1610), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National Transportation Act of 1966 (49 U.S.C. 303), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090404, CD-ROM, November 20, 2009 PY - 2009 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Drainage KW - Electric Power KW - Health Hazard Analyses KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Transit Act, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16390705?accountid=14244 L2 - http://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=2009-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.title=BART-OAKLAND+INTERNATIONAL+AIRPORT+CONNECTOR%2C+SAN+FRANCISCO%2C+ALAMEDA+COUNTY%2C+CALIFORNIA+%28ADOPTION+BY+THE+FEDERAL+AVIATION+ADMINISTRATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. [Part 10 of 11] T2 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. AN - 873126590; 14098-4_0010 AB - PURPOSE: The relocation of Marine Corps forces currently located in Okinawa, Japan to Guam, wharf reconstruction in Guam's Apra Harbor, and relocation of an Army Air and Missile Defense Task Force (AMDTF) to Guam are proposed. Project locations include Guam and Tinian, both part of the Mariana Islands archipelago, and the three actions are referred to as the Guam and the Commonwealth of the Northern Mariana Islands (CNMI) military relocation. The proposed actions are a complex, multi-service proposal involving components of the Marine Corps, Navy, and Army, as well as existing Air Force assets on Guam. Specifically, the actions would develop and construct facilities and infrastructure to support 8,600 Marines and their 9,000 dependents, construct a new deep-draft wharf with shoreside infrastructure improvements to support a transient nuclear powered aircraft carrier, and develop and construct facilities and infrastructure to support 600 military personnel and their 900 dependents to establish and operate an AMDTF. Several action alternatives and a No Action Alternative for each of the proposed actions are evaluated in this draft overseas EIS. Under the preferred main cantonment alternative, 2,580 acres would be leased or acquired to configure facilities on one contiguous parcel. Four sites are analyzed for the proposed Marine Corps airfield functions and Andersen Air Force Base would be the only reasonable alternative. Apra Harbor would be the only reasonable waterfront alternative. Of the geographic alternatives analyzed for the location of firing and non-firing training ranges, two reasonable alternatives on the east coast of Guam would require acquisition or lease of either 921 acres or 1,129 acres. The preferred alternative for training on Tinian would construct four ranges within the leaseback area on the island. Under the preferred alternative for aircraft carrier berthing, a new deep-draft wharf would be constructed at Polaris Point and the existing outer Apra Harbor channel would be widened to 600 feet. A new ship turning basin would require dredging to 49.5 feet mean lower low water plus 2 feet overdraft. The preferred alternative for proposed AMDTF headquarters and housing would involve co-locating Army support facilities with the proposed Marine Corps units at Finegayan and the preferred alternative for munitions storage would involve construction of magazines at Andersen Air Force Base. Utilities and roadways projects would include upgrades to power systems, potable water supplies, wastewater treatment facilities, and construction of roadway projects that could be funded partially funded by the Federal Highway Administration. Projects would include intersection improvements, bridge replacements, pavement strengthening, roadway relocation, and new road construction. POSITIVE IMPACTS: The proposed actions would position military forces within a timely response range to defend the homeland, Japan, and other allies' interests. The powerful U.S. presence in the Pacific region would provide the flexibility to respond to regional threats and would maintain regional stability, peace, and security. NEGATIVE IMPACTS: Temporary water quality impacts on near shore waters and significant direct impacts to the coral reef ecosystem would result from dredging in Apra Harbor. Roadway noise would be a significant impact in the north and central areas of Guam. Activities associated with the relocations would adversely affect 34 archaeological resources. The projected water demand for the Guam civilian population throughout 2010 to 2019, not including effects of any military buildup, exceeds the current water system capacity. Wastewater treatment facilities would require upgrades. JF - EPA number: 090394, Summary--38 pages and maps, Volumes 1-9--CD-ROM, November 13, 2009 PY - 2009 VL - 10 KW - Air Transportation KW - Archaeological Sites KW - Bridges KW - Channels KW - Dredging KW - Harbors KW - Islands KW - Leasing KW - Land Acquisitions KW - Military Facilities (Air Force) KW - Military Facilities (Army) KW - Military Facilities (Marine Corps) KW - Military Facilities (Navy) KW - Military Operations (Army) KW - Military Operations (Marine Corps) KW - Military Operations (Navy) KW - Municipal Services KW - Munitions KW - Population KW - Roads KW - Ships KW - Water Supply KW - Wells KW - Andersen Air Force Base Guam KW - Apra Harbor Naval Complex KW - Commonwealth of the Northern Mariana Islands KW - Guam UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126590?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.title=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Naval Facilities Engineering Command, Pearl Harbor, Hawaii; NAVY N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. [Part 6 of 11] T2 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. AN - 873125623; 14098-4_0006 AB - PURPOSE: The relocation of Marine Corps forces currently located in Okinawa, Japan to Guam, wharf reconstruction in Guam's Apra Harbor, and relocation of an Army Air and Missile Defense Task Force (AMDTF) to Guam are proposed. Project locations include Guam and Tinian, both part of the Mariana Islands archipelago, and the three actions are referred to as the Guam and the Commonwealth of the Northern Mariana Islands (CNMI) military relocation. The proposed actions are a complex, multi-service proposal involving components of the Marine Corps, Navy, and Army, as well as existing Air Force assets on Guam. Specifically, the actions would develop and construct facilities and infrastructure to support 8,600 Marines and their 9,000 dependents, construct a new deep-draft wharf with shoreside infrastructure improvements to support a transient nuclear powered aircraft carrier, and develop and construct facilities and infrastructure to support 600 military personnel and their 900 dependents to establish and operate an AMDTF. Several action alternatives and a No Action Alternative for each of the proposed actions are evaluated in this draft overseas EIS. Under the preferred main cantonment alternative, 2,580 acres would be leased or acquired to configure facilities on one contiguous parcel. Four sites are analyzed for the proposed Marine Corps airfield functions and Andersen Air Force Base would be the only reasonable alternative. Apra Harbor would be the only reasonable waterfront alternative. Of the geographic alternatives analyzed for the location of firing and non-firing training ranges, two reasonable alternatives on the east coast of Guam would require acquisition or lease of either 921 acres or 1,129 acres. The preferred alternative for training on Tinian would construct four ranges within the leaseback area on the island. Under the preferred alternative for aircraft carrier berthing, a new deep-draft wharf would be constructed at Polaris Point and the existing outer Apra Harbor channel would be widened to 600 feet. A new ship turning basin would require dredging to 49.5 feet mean lower low water plus 2 feet overdraft. The preferred alternative for proposed AMDTF headquarters and housing would involve co-locating Army support facilities with the proposed Marine Corps units at Finegayan and the preferred alternative for munitions storage would involve construction of magazines at Andersen Air Force Base. Utilities and roadways projects would include upgrades to power systems, potable water supplies, wastewater treatment facilities, and construction of roadway projects that could be funded partially funded by the Federal Highway Administration. Projects would include intersection improvements, bridge replacements, pavement strengthening, roadway relocation, and new road construction. POSITIVE IMPACTS: The proposed actions would position military forces within a timely response range to defend the homeland, Japan, and other allies' interests. The powerful U.S. presence in the Pacific region would provide the flexibility to respond to regional threats and would maintain regional stability, peace, and security. NEGATIVE IMPACTS: Temporary water quality impacts on near shore waters and significant direct impacts to the coral reef ecosystem would result from dredging in Apra Harbor. Roadway noise would be a significant impact in the north and central areas of Guam. Activities associated with the relocations would adversely affect 34 archaeological resources. The projected water demand for the Guam civilian population throughout 2010 to 2019, not including effects of any military buildup, exceeds the current water system capacity. Wastewater treatment facilities would require upgrades. JF - EPA number: 090394, Summary--38 pages and maps, Volumes 1-9--CD-ROM, November 13, 2009 PY - 2009 VL - 6 KW - Air Transportation KW - Archaeological Sites KW - Bridges KW - Channels KW - Dredging KW - Harbors KW - Islands KW - Leasing KW - Land Acquisitions KW - Military Facilities (Air Force) KW - Military Facilities (Army) KW - Military Facilities (Marine Corps) KW - Military Facilities (Navy) KW - Military Operations (Army) KW - Military Operations (Marine Corps) KW - Military Operations (Navy) KW - Municipal Services KW - Munitions KW - Population KW - Roads KW - Ships KW - Water Supply KW - Wells KW - Andersen Air Force Base Guam KW - Apra Harbor Naval Complex KW - Commonwealth of the Northern Mariana Islands KW - Guam UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125623?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.title=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Naval Facilities Engineering Command, Pearl Harbor, Hawaii; NAVY N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. [Part 3 of 11] T2 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. AN - 873125616; 14098-4_0003 AB - PURPOSE: The relocation of Marine Corps forces currently located in Okinawa, Japan to Guam, wharf reconstruction in Guam's Apra Harbor, and relocation of an Army Air and Missile Defense Task Force (AMDTF) to Guam are proposed. Project locations include Guam and Tinian, both part of the Mariana Islands archipelago, and the three actions are referred to as the Guam and the Commonwealth of the Northern Mariana Islands (CNMI) military relocation. The proposed actions are a complex, multi-service proposal involving components of the Marine Corps, Navy, and Army, as well as existing Air Force assets on Guam. Specifically, the actions would develop and construct facilities and infrastructure to support 8,600 Marines and their 9,000 dependents, construct a new deep-draft wharf with shoreside infrastructure improvements to support a transient nuclear powered aircraft carrier, and develop and construct facilities and infrastructure to support 600 military personnel and their 900 dependents to establish and operate an AMDTF. Several action alternatives and a No Action Alternative for each of the proposed actions are evaluated in this draft overseas EIS. Under the preferred main cantonment alternative, 2,580 acres would be leased or acquired to configure facilities on one contiguous parcel. Four sites are analyzed for the proposed Marine Corps airfield functions and Andersen Air Force Base would be the only reasonable alternative. Apra Harbor would be the only reasonable waterfront alternative. Of the geographic alternatives analyzed for the location of firing and non-firing training ranges, two reasonable alternatives on the east coast of Guam would require acquisition or lease of either 921 acres or 1,129 acres. The preferred alternative for training on Tinian would construct four ranges within the leaseback area on the island. Under the preferred alternative for aircraft carrier berthing, a new deep-draft wharf would be constructed at Polaris Point and the existing outer Apra Harbor channel would be widened to 600 feet. A new ship turning basin would require dredging to 49.5 feet mean lower low water plus 2 feet overdraft. The preferred alternative for proposed AMDTF headquarters and housing would involve co-locating Army support facilities with the proposed Marine Corps units at Finegayan and the preferred alternative for munitions storage would involve construction of magazines at Andersen Air Force Base. Utilities and roadways projects would include upgrades to power systems, potable water supplies, wastewater treatment facilities, and construction of roadway projects that could be funded partially funded by the Federal Highway Administration. Projects would include intersection improvements, bridge replacements, pavement strengthening, roadway relocation, and new road construction. POSITIVE IMPACTS: The proposed actions would position military forces within a timely response range to defend the homeland, Japan, and other allies' interests. The powerful U.S. presence in the Pacific region would provide the flexibility to respond to regional threats and would maintain regional stability, peace, and security. NEGATIVE IMPACTS: Temporary water quality impacts on near shore waters and significant direct impacts to the coral reef ecosystem would result from dredging in Apra Harbor. Roadway noise would be a significant impact in the north and central areas of Guam. Activities associated with the relocations would adversely affect 34 archaeological resources. The projected water demand for the Guam civilian population throughout 2010 to 2019, not including effects of any military buildup, exceeds the current water system capacity. Wastewater treatment facilities would require upgrades. JF - EPA number: 090394, Summary--38 pages and maps, Volumes 1-9--CD-ROM, November 13, 2009 PY - 2009 VL - 3 KW - Air Transportation KW - Archaeological Sites KW - Bridges KW - Channels KW - Dredging KW - Harbors KW - Islands KW - Leasing KW - Land Acquisitions KW - Military Facilities (Air Force) KW - Military Facilities (Army) KW - Military Facilities (Marine Corps) KW - Military Facilities (Navy) KW - Military Operations (Army) KW - Military Operations (Marine Corps) KW - Military Operations (Navy) KW - Municipal Services KW - Munitions KW - Population KW - Roads KW - Ships KW - Water Supply KW - Wells KW - Andersen Air Force Base Guam KW - Apra Harbor Naval Complex KW - Commonwealth of the Northern Mariana Islands KW - Guam UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125616?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.title=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Naval Facilities Engineering Command, Pearl Harbor, Hawaii; NAVY N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. [Part 2 of 11] T2 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. AN - 873125614; 14098-4_0002 AB - PURPOSE: The relocation of Marine Corps forces currently located in Okinawa, Japan to Guam, wharf reconstruction in Guam's Apra Harbor, and relocation of an Army Air and Missile Defense Task Force (AMDTF) to Guam are proposed. Project locations include Guam and Tinian, both part of the Mariana Islands archipelago, and the three actions are referred to as the Guam and the Commonwealth of the Northern Mariana Islands (CNMI) military relocation. The proposed actions are a complex, multi-service proposal involving components of the Marine Corps, Navy, and Army, as well as existing Air Force assets on Guam. Specifically, the actions would develop and construct facilities and infrastructure to support 8,600 Marines and their 9,000 dependents, construct a new deep-draft wharf with shoreside infrastructure improvements to support a transient nuclear powered aircraft carrier, and develop and construct facilities and infrastructure to support 600 military personnel and their 900 dependents to establish and operate an AMDTF. Several action alternatives and a No Action Alternative for each of the proposed actions are evaluated in this draft overseas EIS. Under the preferred main cantonment alternative, 2,580 acres would be leased or acquired to configure facilities on one contiguous parcel. Four sites are analyzed for the proposed Marine Corps airfield functions and Andersen Air Force Base would be the only reasonable alternative. Apra Harbor would be the only reasonable waterfront alternative. Of the geographic alternatives analyzed for the location of firing and non-firing training ranges, two reasonable alternatives on the east coast of Guam would require acquisition or lease of either 921 acres or 1,129 acres. The preferred alternative for training on Tinian would construct four ranges within the leaseback area on the island. Under the preferred alternative for aircraft carrier berthing, a new deep-draft wharf would be constructed at Polaris Point and the existing outer Apra Harbor channel would be widened to 600 feet. A new ship turning basin would require dredging to 49.5 feet mean lower low water plus 2 feet overdraft. The preferred alternative for proposed AMDTF headquarters and housing would involve co-locating Army support facilities with the proposed Marine Corps units at Finegayan and the preferred alternative for munitions storage would involve construction of magazines at Andersen Air Force Base. Utilities and roadways projects would include upgrades to power systems, potable water supplies, wastewater treatment facilities, and construction of roadway projects that could be funded partially funded by the Federal Highway Administration. Projects would include intersection improvements, bridge replacements, pavement strengthening, roadway relocation, and new road construction. POSITIVE IMPACTS: The proposed actions would position military forces within a timely response range to defend the homeland, Japan, and other allies' interests. The powerful U.S. presence in the Pacific region would provide the flexibility to respond to regional threats and would maintain regional stability, peace, and security. NEGATIVE IMPACTS: Temporary water quality impacts on near shore waters and significant direct impacts to the coral reef ecosystem would result from dredging in Apra Harbor. Roadway noise would be a significant impact in the north and central areas of Guam. Activities associated with the relocations would adversely affect 34 archaeological resources. The projected water demand for the Guam civilian population throughout 2010 to 2019, not including effects of any military buildup, exceeds the current water system capacity. Wastewater treatment facilities would require upgrades. JF - EPA number: 090394, Summary--38 pages and maps, Volumes 1-9--CD-ROM, November 13, 2009 PY - 2009 VL - 2 KW - Air Transportation KW - Archaeological Sites KW - Bridges KW - Channels KW - Dredging KW - Harbors KW - Islands KW - Leasing KW - Land Acquisitions KW - Military Facilities (Air Force) KW - Military Facilities (Army) KW - Military Facilities (Marine Corps) KW - Military Facilities (Navy) KW - Military Operations (Army) KW - Military Operations (Marine Corps) KW - Military Operations (Navy) KW - Municipal Services KW - Munitions KW - Population KW - Roads KW - Ships KW - Water Supply KW - Wells KW - Andersen Air Force Base Guam KW - Apra Harbor Naval Complex KW - Commonwealth of the Northern Mariana Islands KW - Guam UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125614?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.title=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Naval Facilities Engineering Command, Pearl Harbor, Hawaii; NAVY N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. [Part 1 of 11] T2 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. AN - 873125611; 14098-4_0001 AB - PURPOSE: The relocation of Marine Corps forces currently located in Okinawa, Japan to Guam, wharf reconstruction in Guam's Apra Harbor, and relocation of an Army Air and Missile Defense Task Force (AMDTF) to Guam are proposed. Project locations include Guam and Tinian, both part of the Mariana Islands archipelago, and the three actions are referred to as the Guam and the Commonwealth of the Northern Mariana Islands (CNMI) military relocation. The proposed actions are a complex, multi-service proposal involving components of the Marine Corps, Navy, and Army, as well as existing Air Force assets on Guam. Specifically, the actions would develop and construct facilities and infrastructure to support 8,600 Marines and their 9,000 dependents, construct a new deep-draft wharf with shoreside infrastructure improvements to support a transient nuclear powered aircraft carrier, and develop and construct facilities and infrastructure to support 600 military personnel and their 900 dependents to establish and operate an AMDTF. Several action alternatives and a No Action Alternative for each of the proposed actions are evaluated in this draft overseas EIS. Under the preferred main cantonment alternative, 2,580 acres would be leased or acquired to configure facilities on one contiguous parcel. Four sites are analyzed for the proposed Marine Corps airfield functions and Andersen Air Force Base would be the only reasonable alternative. Apra Harbor would be the only reasonable waterfront alternative. Of the geographic alternatives analyzed for the location of firing and non-firing training ranges, two reasonable alternatives on the east coast of Guam would require acquisition or lease of either 921 acres or 1,129 acres. The preferred alternative for training on Tinian would construct four ranges within the leaseback area on the island. Under the preferred alternative for aircraft carrier berthing, a new deep-draft wharf would be constructed at Polaris Point and the existing outer Apra Harbor channel would be widened to 600 feet. A new ship turning basin would require dredging to 49.5 feet mean lower low water plus 2 feet overdraft. The preferred alternative for proposed AMDTF headquarters and housing would involve co-locating Army support facilities with the proposed Marine Corps units at Finegayan and the preferred alternative for munitions storage would involve construction of magazines at Andersen Air Force Base. Utilities and roadways projects would include upgrades to power systems, potable water supplies, wastewater treatment facilities, and construction of roadway projects that could be funded partially funded by the Federal Highway Administration. Projects would include intersection improvements, bridge replacements, pavement strengthening, roadway relocation, and new road construction. POSITIVE IMPACTS: The proposed actions would position military forces within a timely response range to defend the homeland, Japan, and other allies' interests. The powerful U.S. presence in the Pacific region would provide the flexibility to respond to regional threats and would maintain regional stability, peace, and security. NEGATIVE IMPACTS: Temporary water quality impacts on near shore waters and significant direct impacts to the coral reef ecosystem would result from dredging in Apra Harbor. Roadway noise would be a significant impact in the north and central areas of Guam. Activities associated with the relocations would adversely affect 34 archaeological resources. The projected water demand for the Guam civilian population throughout 2010 to 2019, not including effects of any military buildup, exceeds the current water system capacity. Wastewater treatment facilities would require upgrades. JF - EPA number: 090394, Summary--38 pages and maps, Volumes 1-9--CD-ROM, November 13, 2009 PY - 2009 VL - 1 KW - Air Transportation KW - Archaeological Sites KW - Bridges KW - Channels KW - Dredging KW - Harbors KW - Islands KW - Leasing KW - Land Acquisitions KW - Military Facilities (Air Force) KW - Military Facilities (Army) KW - Military Facilities (Marine Corps) KW - Military Facilities (Navy) KW - Military Operations (Army) KW - Military Operations (Marine Corps) KW - Military Operations (Navy) KW - Municipal Services KW - Munitions KW - Population KW - Roads KW - Ships KW - Water Supply KW - Wells KW - Andersen Air Force Base Guam KW - Apra Harbor Naval Complex KW - Commonwealth of the Northern Mariana Islands KW - Guam UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125611?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.title=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Naval Facilities Engineering Command, Pearl Harbor, Hawaii; NAVY N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. [Part 5 of 11] T2 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. AN - 873125591; 14098-4_0005 AB - PURPOSE: The relocation of Marine Corps forces currently located in Okinawa, Japan to Guam, wharf reconstruction in Guam's Apra Harbor, and relocation of an Army Air and Missile Defense Task Force (AMDTF) to Guam are proposed. Project locations include Guam and Tinian, both part of the Mariana Islands archipelago, and the three actions are referred to as the Guam and the Commonwealth of the Northern Mariana Islands (CNMI) military relocation. The proposed actions are a complex, multi-service proposal involving components of the Marine Corps, Navy, and Army, as well as existing Air Force assets on Guam. Specifically, the actions would develop and construct facilities and infrastructure to support 8,600 Marines and their 9,000 dependents, construct a new deep-draft wharf with shoreside infrastructure improvements to support a transient nuclear powered aircraft carrier, and develop and construct facilities and infrastructure to support 600 military personnel and their 900 dependents to establish and operate an AMDTF. Several action alternatives and a No Action Alternative for each of the proposed actions are evaluated in this draft overseas EIS. Under the preferred main cantonment alternative, 2,580 acres would be leased or acquired to configure facilities on one contiguous parcel. Four sites are analyzed for the proposed Marine Corps airfield functions and Andersen Air Force Base would be the only reasonable alternative. Apra Harbor would be the only reasonable waterfront alternative. Of the geographic alternatives analyzed for the location of firing and non-firing training ranges, two reasonable alternatives on the east coast of Guam would require acquisition or lease of either 921 acres or 1,129 acres. The preferred alternative for training on Tinian would construct four ranges within the leaseback area on the island. Under the preferred alternative for aircraft carrier berthing, a new deep-draft wharf would be constructed at Polaris Point and the existing outer Apra Harbor channel would be widened to 600 feet. A new ship turning basin would require dredging to 49.5 feet mean lower low water plus 2 feet overdraft. The preferred alternative for proposed AMDTF headquarters and housing would involve co-locating Army support facilities with the proposed Marine Corps units at Finegayan and the preferred alternative for munitions storage would involve construction of magazines at Andersen Air Force Base. Utilities and roadways projects would include upgrades to power systems, potable water supplies, wastewater treatment facilities, and construction of roadway projects that could be funded partially funded by the Federal Highway Administration. Projects would include intersection improvements, bridge replacements, pavement strengthening, roadway relocation, and new road construction. POSITIVE IMPACTS: The proposed actions would position military forces within a timely response range to defend the homeland, Japan, and other allies' interests. The powerful U.S. presence in the Pacific region would provide the flexibility to respond to regional threats and would maintain regional stability, peace, and security. NEGATIVE IMPACTS: Temporary water quality impacts on near shore waters and significant direct impacts to the coral reef ecosystem would result from dredging in Apra Harbor. Roadway noise would be a significant impact in the north and central areas of Guam. Activities associated with the relocations would adversely affect 34 archaeological resources. The projected water demand for the Guam civilian population throughout 2010 to 2019, not including effects of any military buildup, exceeds the current water system capacity. Wastewater treatment facilities would require upgrades. JF - EPA number: 090394, Summary--38 pages and maps, Volumes 1-9--CD-ROM, November 13, 2009 PY - 2009 VL - 5 KW - Air Transportation KW - Archaeological Sites KW - Bridges KW - Channels KW - Dredging KW - Harbors KW - Islands KW - Leasing KW - Land Acquisitions KW - Military Facilities (Air Force) KW - Military Facilities (Army) KW - Military Facilities (Marine Corps) KW - Military Facilities (Navy) KW - Military Operations (Army) KW - Military Operations (Marine Corps) KW - Military Operations (Navy) KW - Municipal Services KW - Munitions KW - Population KW - Roads KW - Ships KW - Water Supply KW - Wells KW - Andersen Air Force Base Guam KW - Apra Harbor Naval Complex KW - Commonwealth of the Northern Mariana Islands KW - Guam UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125591?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.title=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Naval Facilities Engineering Command, Pearl Harbor, Hawaii; NAVY N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. [Part 9 of 11] T2 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. AN - 873125493; 14098-4_0009 AB - PURPOSE: The relocation of Marine Corps forces currently located in Okinawa, Japan to Guam, wharf reconstruction in Guam's Apra Harbor, and relocation of an Army Air and Missile Defense Task Force (AMDTF) to Guam are proposed. Project locations include Guam and Tinian, both part of the Mariana Islands archipelago, and the three actions are referred to as the Guam and the Commonwealth of the Northern Mariana Islands (CNMI) military relocation. The proposed actions are a complex, multi-service proposal involving components of the Marine Corps, Navy, and Army, as well as existing Air Force assets on Guam. Specifically, the actions would develop and construct facilities and infrastructure to support 8,600 Marines and their 9,000 dependents, construct a new deep-draft wharf with shoreside infrastructure improvements to support a transient nuclear powered aircraft carrier, and develop and construct facilities and infrastructure to support 600 military personnel and their 900 dependents to establish and operate an AMDTF. Several action alternatives and a No Action Alternative for each of the proposed actions are evaluated in this draft overseas EIS. Under the preferred main cantonment alternative, 2,580 acres would be leased or acquired to configure facilities on one contiguous parcel. Four sites are analyzed for the proposed Marine Corps airfield functions and Andersen Air Force Base would be the only reasonable alternative. Apra Harbor would be the only reasonable waterfront alternative. Of the geographic alternatives analyzed for the location of firing and non-firing training ranges, two reasonable alternatives on the east coast of Guam would require acquisition or lease of either 921 acres or 1,129 acres. The preferred alternative for training on Tinian would construct four ranges within the leaseback area on the island. Under the preferred alternative for aircraft carrier berthing, a new deep-draft wharf would be constructed at Polaris Point and the existing outer Apra Harbor channel would be widened to 600 feet. A new ship turning basin would require dredging to 49.5 feet mean lower low water plus 2 feet overdraft. The preferred alternative for proposed AMDTF headquarters and housing would involve co-locating Army support facilities with the proposed Marine Corps units at Finegayan and the preferred alternative for munitions storage would involve construction of magazines at Andersen Air Force Base. Utilities and roadways projects would include upgrades to power systems, potable water supplies, wastewater treatment facilities, and construction of roadway projects that could be funded partially funded by the Federal Highway Administration. Projects would include intersection improvements, bridge replacements, pavement strengthening, roadway relocation, and new road construction. POSITIVE IMPACTS: The proposed actions would position military forces within a timely response range to defend the homeland, Japan, and other allies' interests. The powerful U.S. presence in the Pacific region would provide the flexibility to respond to regional threats and would maintain regional stability, peace, and security. NEGATIVE IMPACTS: Temporary water quality impacts on near shore waters and significant direct impacts to the coral reef ecosystem would result from dredging in Apra Harbor. Roadway noise would be a significant impact in the north and central areas of Guam. Activities associated with the relocations would adversely affect 34 archaeological resources. The projected water demand for the Guam civilian population throughout 2010 to 2019, not including effects of any military buildup, exceeds the current water system capacity. Wastewater treatment facilities would require upgrades. JF - EPA number: 090394, Summary--38 pages and maps, Volumes 1-9--CD-ROM, November 13, 2009 PY - 2009 VL - 9 KW - Air Transportation KW - Archaeological Sites KW - Bridges KW - Channels KW - Dredging KW - Harbors KW - Islands KW - Leasing KW - Land Acquisitions KW - Military Facilities (Air Force) KW - Military Facilities (Army) KW - Military Facilities (Marine Corps) KW - Military Facilities (Navy) KW - Military Operations (Army) KW - Military Operations (Marine Corps) KW - Military Operations (Navy) KW - Municipal Services KW - Munitions KW - Population KW - Roads KW - Ships KW - Water Supply KW - Wells KW - Andersen Air Force Base Guam KW - Apra Harbor Naval Complex KW - Commonwealth of the Northern Mariana Islands KW - Guam UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125493?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.title=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Naval Facilities Engineering Command, Pearl Harbor, Hawaii; NAVY N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. [Part 8 of 11] T2 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. AN - 873125483; 14098-4_0008 AB - PURPOSE: The relocation of Marine Corps forces currently located in Okinawa, Japan to Guam, wharf reconstruction in Guam's Apra Harbor, and relocation of an Army Air and Missile Defense Task Force (AMDTF) to Guam are proposed. Project locations include Guam and Tinian, both part of the Mariana Islands archipelago, and the three actions are referred to as the Guam and the Commonwealth of the Northern Mariana Islands (CNMI) military relocation. The proposed actions are a complex, multi-service proposal involving components of the Marine Corps, Navy, and Army, as well as existing Air Force assets on Guam. Specifically, the actions would develop and construct facilities and infrastructure to support 8,600 Marines and their 9,000 dependents, construct a new deep-draft wharf with shoreside infrastructure improvements to support a transient nuclear powered aircraft carrier, and develop and construct facilities and infrastructure to support 600 military personnel and their 900 dependents to establish and operate an AMDTF. Several action alternatives and a No Action Alternative for each of the proposed actions are evaluated in this draft overseas EIS. Under the preferred main cantonment alternative, 2,580 acres would be leased or acquired to configure facilities on one contiguous parcel. Four sites are analyzed for the proposed Marine Corps airfield functions and Andersen Air Force Base would be the only reasonable alternative. Apra Harbor would be the only reasonable waterfront alternative. Of the geographic alternatives analyzed for the location of firing and non-firing training ranges, two reasonable alternatives on the east coast of Guam would require acquisition or lease of either 921 acres or 1,129 acres. The preferred alternative for training on Tinian would construct four ranges within the leaseback area on the island. Under the preferred alternative for aircraft carrier berthing, a new deep-draft wharf would be constructed at Polaris Point and the existing outer Apra Harbor channel would be widened to 600 feet. A new ship turning basin would require dredging to 49.5 feet mean lower low water plus 2 feet overdraft. The preferred alternative for proposed AMDTF headquarters and housing would involve co-locating Army support facilities with the proposed Marine Corps units at Finegayan and the preferred alternative for munitions storage would involve construction of magazines at Andersen Air Force Base. Utilities and roadways projects would include upgrades to power systems, potable water supplies, wastewater treatment facilities, and construction of roadway projects that could be funded partially funded by the Federal Highway Administration. Projects would include intersection improvements, bridge replacements, pavement strengthening, roadway relocation, and new road construction. POSITIVE IMPACTS: The proposed actions would position military forces within a timely response range to defend the homeland, Japan, and other allies' interests. The powerful U.S. presence in the Pacific region would provide the flexibility to respond to regional threats and would maintain regional stability, peace, and security. NEGATIVE IMPACTS: Temporary water quality impacts on near shore waters and significant direct impacts to the coral reef ecosystem would result from dredging in Apra Harbor. Roadway noise would be a significant impact in the north and central areas of Guam. Activities associated with the relocations would adversely affect 34 archaeological resources. The projected water demand for the Guam civilian population throughout 2010 to 2019, not including effects of any military buildup, exceeds the current water system capacity. Wastewater treatment facilities would require upgrades. JF - EPA number: 090394, Summary--38 pages and maps, Volumes 1-9--CD-ROM, November 13, 2009 PY - 2009 VL - 8 KW - Air Transportation KW - Archaeological Sites KW - Bridges KW - Channels KW - Dredging KW - Harbors KW - Islands KW - Leasing KW - Land Acquisitions KW - Military Facilities (Air Force) KW - Military Facilities (Army) KW - Military Facilities (Marine Corps) KW - Military Facilities (Navy) KW - Military Operations (Army) KW - Military Operations (Marine Corps) KW - Military Operations (Navy) KW - Municipal Services KW - Munitions KW - Population KW - Roads KW - Ships KW - Water Supply KW - Wells KW - Andersen Air Force Base Guam KW - Apra Harbor Naval Complex KW - Commonwealth of the Northern Mariana Islands KW - Guam UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125483?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.title=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Naval Facilities Engineering Command, Pearl Harbor, Hawaii; NAVY N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. [Part 7 of 11] T2 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. AN - 873125369; 14098-4_0007 AB - PURPOSE: The relocation of Marine Corps forces currently located in Okinawa, Japan to Guam, wharf reconstruction in Guam's Apra Harbor, and relocation of an Army Air and Missile Defense Task Force (AMDTF) to Guam are proposed. Project locations include Guam and Tinian, both part of the Mariana Islands archipelago, and the three actions are referred to as the Guam and the Commonwealth of the Northern Mariana Islands (CNMI) military relocation. The proposed actions are a complex, multi-service proposal involving components of the Marine Corps, Navy, and Army, as well as existing Air Force assets on Guam. Specifically, the actions would develop and construct facilities and infrastructure to support 8,600 Marines and their 9,000 dependents, construct a new deep-draft wharf with shoreside infrastructure improvements to support a transient nuclear powered aircraft carrier, and develop and construct facilities and infrastructure to support 600 military personnel and their 900 dependents to establish and operate an AMDTF. Several action alternatives and a No Action Alternative for each of the proposed actions are evaluated in this draft overseas EIS. Under the preferred main cantonment alternative, 2,580 acres would be leased or acquired to configure facilities on one contiguous parcel. Four sites are analyzed for the proposed Marine Corps airfield functions and Andersen Air Force Base would be the only reasonable alternative. Apra Harbor would be the only reasonable waterfront alternative. Of the geographic alternatives analyzed for the location of firing and non-firing training ranges, two reasonable alternatives on the east coast of Guam would require acquisition or lease of either 921 acres or 1,129 acres. The preferred alternative for training on Tinian would construct four ranges within the leaseback area on the island. Under the preferred alternative for aircraft carrier berthing, a new deep-draft wharf would be constructed at Polaris Point and the existing outer Apra Harbor channel would be widened to 600 feet. A new ship turning basin would require dredging to 49.5 feet mean lower low water plus 2 feet overdraft. The preferred alternative for proposed AMDTF headquarters and housing would involve co-locating Army support facilities with the proposed Marine Corps units at Finegayan and the preferred alternative for munitions storage would involve construction of magazines at Andersen Air Force Base. Utilities and roadways projects would include upgrades to power systems, potable water supplies, wastewater treatment facilities, and construction of roadway projects that could be funded partially funded by the Federal Highway Administration. Projects would include intersection improvements, bridge replacements, pavement strengthening, roadway relocation, and new road construction. POSITIVE IMPACTS: The proposed actions would position military forces within a timely response range to defend the homeland, Japan, and other allies' interests. The powerful U.S. presence in the Pacific region would provide the flexibility to respond to regional threats and would maintain regional stability, peace, and security. NEGATIVE IMPACTS: Temporary water quality impacts on near shore waters and significant direct impacts to the coral reef ecosystem would result from dredging in Apra Harbor. Roadway noise would be a significant impact in the north and central areas of Guam. Activities associated with the relocations would adversely affect 34 archaeological resources. The projected water demand for the Guam civilian population throughout 2010 to 2019, not including effects of any military buildup, exceeds the current water system capacity. Wastewater treatment facilities would require upgrades. JF - EPA number: 090394, Summary--38 pages and maps, Volumes 1-9--CD-ROM, November 13, 2009 PY - 2009 VL - 7 KW - Air Transportation KW - Archaeological Sites KW - Bridges KW - Channels KW - Dredging KW - Harbors KW - Islands KW - Leasing KW - Land Acquisitions KW - Military Facilities (Air Force) KW - Military Facilities (Army) KW - Military Facilities (Marine Corps) KW - Military Facilities (Navy) KW - Military Operations (Army) KW - Military Operations (Marine Corps) KW - Military Operations (Navy) KW - Municipal Services KW - Munitions KW - Population KW - Roads KW - Ships KW - Water Supply KW - Wells KW - Andersen Air Force Base Guam KW - Apra Harbor Naval Complex KW - Commonwealth of the Northern Mariana Islands KW - Guam UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125369?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.title=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Naval Facilities Engineering Command, Pearl Harbor, Hawaii; NAVY N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. [Part 4 of 11] T2 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. AN - 873125223; 14098-4_0004 AB - PURPOSE: The relocation of Marine Corps forces currently located in Okinawa, Japan to Guam, wharf reconstruction in Guam's Apra Harbor, and relocation of an Army Air and Missile Defense Task Force (AMDTF) to Guam are proposed. Project locations include Guam and Tinian, both part of the Mariana Islands archipelago, and the three actions are referred to as the Guam and the Commonwealth of the Northern Mariana Islands (CNMI) military relocation. The proposed actions are a complex, multi-service proposal involving components of the Marine Corps, Navy, and Army, as well as existing Air Force assets on Guam. Specifically, the actions would develop and construct facilities and infrastructure to support 8,600 Marines and their 9,000 dependents, construct a new deep-draft wharf with shoreside infrastructure improvements to support a transient nuclear powered aircraft carrier, and develop and construct facilities and infrastructure to support 600 military personnel and their 900 dependents to establish and operate an AMDTF. Several action alternatives and a No Action Alternative for each of the proposed actions are evaluated in this draft overseas EIS. Under the preferred main cantonment alternative, 2,580 acres would be leased or acquired to configure facilities on one contiguous parcel. Four sites are analyzed for the proposed Marine Corps airfield functions and Andersen Air Force Base would be the only reasonable alternative. Apra Harbor would be the only reasonable waterfront alternative. Of the geographic alternatives analyzed for the location of firing and non-firing training ranges, two reasonable alternatives on the east coast of Guam would require acquisition or lease of either 921 acres or 1,129 acres. The preferred alternative for training on Tinian would construct four ranges within the leaseback area on the island. Under the preferred alternative for aircraft carrier berthing, a new deep-draft wharf would be constructed at Polaris Point and the existing outer Apra Harbor channel would be widened to 600 feet. A new ship turning basin would require dredging to 49.5 feet mean lower low water plus 2 feet overdraft. The preferred alternative for proposed AMDTF headquarters and housing would involve co-locating Army support facilities with the proposed Marine Corps units at Finegayan and the preferred alternative for munitions storage would involve construction of magazines at Andersen Air Force Base. Utilities and roadways projects would include upgrades to power systems, potable water supplies, wastewater treatment facilities, and construction of roadway projects that could be funded partially funded by the Federal Highway Administration. Projects would include intersection improvements, bridge replacements, pavement strengthening, roadway relocation, and new road construction. POSITIVE IMPACTS: The proposed actions would position military forces within a timely response range to defend the homeland, Japan, and other allies' interests. The powerful U.S. presence in the Pacific region would provide the flexibility to respond to regional threats and would maintain regional stability, peace, and security. NEGATIVE IMPACTS: Temporary water quality impacts on near shore waters and significant direct impacts to the coral reef ecosystem would result from dredging in Apra Harbor. Roadway noise would be a significant impact in the north and central areas of Guam. Activities associated with the relocations would adversely affect 34 archaeological resources. The projected water demand for the Guam civilian population throughout 2010 to 2019, not including effects of any military buildup, exceeds the current water system capacity. Wastewater treatment facilities would require upgrades. JF - EPA number: 090394, Summary--38 pages and maps, Volumes 1-9--CD-ROM, November 13, 2009 PY - 2009 VL - 4 KW - Air Transportation KW - Archaeological Sites KW - Bridges KW - Channels KW - Dredging KW - Harbors KW - Islands KW - Leasing KW - Land Acquisitions KW - Military Facilities (Air Force) KW - Military Facilities (Army) KW - Military Facilities (Marine Corps) KW - Military Facilities (Navy) KW - Military Operations (Army) KW - Military Operations (Marine Corps) KW - Military Operations (Navy) KW - Municipal Services KW - Munitions KW - Population KW - Roads KW - Ships KW - Water Supply KW - Wells KW - Andersen Air Force Base Guam KW - Apra Harbor Naval Complex KW - Commonwealth of the Northern Mariana Islands KW - Guam UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125223?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.title=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Naval Facilities Engineering Command, Pearl Harbor, Hawaii; NAVY N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH METRO CORRIDOR PROJECT, DENVER, COMMERCE CITY, THORNTON, NORTHGLENN, AND ADAMS COUNTY, COLORADO. [Part 1 of 6] T2 - NORTH METRO CORRIDOR PROJECT, DENVER, COMMERCE CITY, THORNTON, NORTHGLENN, AND ADAMS COUNTY, COLORADO. AN - 756826764; 14099-090395_0001 AB - PURPOSE: Construction of an 18-mile, fixed-guideway commuter rail transit project from downtown Denver, north to State Highway (SH) 7 serving Denver, Commerce City, Thornton, Northglenn, and Adams County is proposed. The North Metro corridor study area is a wedge-shaped area and includes lower downtown Denver at the southern boundary, and the Adams County-Weld County line at the northern boundary. The proposed project is to provide commuter rail from Denver Union Station (DUS) in downtown Denver to the State Highway 7 (SH 7)/162nd Avenue area in Adams County. For analysis in this draft EIS, the project was divided into two sections. From DUS to 84th Avenue, four alignment options were evaluated to bypass congested Sand Creek Junction. From 84th Avenue to the SH 7/162nd Avenue area, one alignment was evaluated. Eight stations are proposed for this service. For most of these station locations, more than one option is evaluated. In addition, two commuter rail vehicle technologies are compared: electric multiple unit (EMU) and diesel multiple unit (DMU). Maintenance of these vehicles would be provided at the proposed commuter rail maintenance facility. Two alternatives are fully compared: the No Action Alternative and the Build Alternative. The analysis of the various elements and options of the Build Alternative resulted in a recommended preferred alternative that would feature all project elements, except that four Southern Section alignment options near Commerce City, and two station options for the City and County of Denver would be selected in a final EIS for the proposed project. Under the preferred alternative, approximately 18 miles of new passenger railway would be provided on the BNSF/Union Pacific Boulder Branch alignment alternative. The alternative would include double-track from the DUS throat point at 20th Street to approximately 128th Avenue, and single-track north of 128th Avenue to the end-of-line. EMU vehicle technology would be used and North Metros eight new stations (plus DUS) would include: Coliseum Stock Show (Denver), Commerce City (the 72nd Avenue South Station option), 88th Avenue, 104th Avenue, 112th Avenue (the 112th Avenue Parking West of York Street Station option), 124th Avenue, 144th Avenue (144th Avenue West Station option), and 162nd Avenue/SH 7 (the 162nd Avenue East Station option). The 2015 corridor parking supply would be approximately 3,100 spaces. Service would be weekday 30-minute headway (time between trains) each direction except during peak periods, which would be 15-minute headway. Weekends and holidays would be more limited than weekday service. Travel time would be 27 minutes between DUS and 162nd Avenue/SH 7 with 14,300 riders per weekday (2030). The predicted travel time savings from SH 7 to DUS for commuter rail is estimated at 35 minutes over automobile travel time on I-25 in 2030. Capital cost of $1,066 million is estimated for year of expenditure for 2015 opening day project with EMU technology. Average annual operation and maintenance costs are estimated $10.3 million. POSITIVE IMPACTS: The proposed project would connect major activity centers, community resources, and other regional transit services provided by the Regional Transportation District. The preferred alternative would increase mobility in the corridor, provide dependable transit service, and provide an alternative to single-occupant vehicle travel. NEGATIVE IMPACTS: Construction of the preferred alternative would require the acquisition of between approximately 85 and 100 acres, and relocation of zero to three full residential properties. Direct impacts to one paleontological site and between 10 and 13 cultural sites would occur depending on alignment and station options. Indirect visual impacts would impact between 62 and 100 cultural sites depending on alignment. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090395, Volume I763 pages, Volume II-- 806 pages, Appendices C, D and F--CD-ROM, November 13, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Archaeological Sites KW - Central Business Districts KW - Cultural Resources KW - Noise KW - Noise Assessments KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Colorado 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/756826764?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+METRO+CORRIDOR+PROJECT%2C+DENVER%2C+COMMERCE+CITY%2C+THORNTON%2C+NORTHGLENN%2C+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=NORTH+METRO+CORRIDOR+PROJECT%2C+DENVER%2C+COMMERCE+CITY%2C+THORNTON%2C+NORTHGLENN%2C+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH METRO CORRIDOR PROJECT, DENVER, COMMERCE CITY, THORNTON, NORTHGLENN, AND ADAMS COUNTY, COLORADO. [Part 4 of 6] T2 - NORTH METRO CORRIDOR PROJECT, DENVER, COMMERCE CITY, THORNTON, NORTHGLENN, AND ADAMS COUNTY, COLORADO. AN - 756826703; 14099-090395_0004 AB - PURPOSE: Construction of an 18-mile, fixed-guideway commuter rail transit project from downtown Denver, north to State Highway (SH) 7 serving Denver, Commerce City, Thornton, Northglenn, and Adams County is proposed. The North Metro corridor study area is a wedge-shaped area and includes lower downtown Denver at the southern boundary, and the Adams County-Weld County line at the northern boundary. The proposed project is to provide commuter rail from Denver Union Station (DUS) in downtown Denver to the State Highway 7 (SH 7)/162nd Avenue area in Adams County. For analysis in this draft EIS, the project was divided into two sections. From DUS to 84th Avenue, four alignment options were evaluated to bypass congested Sand Creek Junction. From 84th Avenue to the SH 7/162nd Avenue area, one alignment was evaluated. Eight stations are proposed for this service. For most of these station locations, more than one option is evaluated. In addition, two commuter rail vehicle technologies are compared: electric multiple unit (EMU) and diesel multiple unit (DMU). Maintenance of these vehicles would be provided at the proposed commuter rail maintenance facility. Two alternatives are fully compared: the No Action Alternative and the Build Alternative. The analysis of the various elements and options of the Build Alternative resulted in a recommended preferred alternative that would feature all project elements, except that four Southern Section alignment options near Commerce City, and two station options for the City and County of Denver would be selected in a final EIS for the proposed project. Under the preferred alternative, approximately 18 miles of new passenger railway would be provided on the BNSF/Union Pacific Boulder Branch alignment alternative. The alternative would include double-track from the DUS throat point at 20th Street to approximately 128th Avenue, and single-track north of 128th Avenue to the end-of-line. EMU vehicle technology would be used and North Metros eight new stations (plus DUS) would include: Coliseum Stock Show (Denver), Commerce City (the 72nd Avenue South Station option), 88th Avenue, 104th Avenue, 112th Avenue (the 112th Avenue Parking West of York Street Station option), 124th Avenue, 144th Avenue (144th Avenue West Station option), and 162nd Avenue/SH 7 (the 162nd Avenue East Station option). The 2015 corridor parking supply would be approximately 3,100 spaces. Service would be weekday 30-minute headway (time between trains) each direction except during peak periods, which would be 15-minute headway. Weekends and holidays would be more limited than weekday service. Travel time would be 27 minutes between DUS and 162nd Avenue/SH 7 with 14,300 riders per weekday (2030). The predicted travel time savings from SH 7 to DUS for commuter rail is estimated at 35 minutes over automobile travel time on I-25 in 2030. Capital cost of $1,066 million is estimated for year of expenditure for 2015 opening day project with EMU technology. Average annual operation and maintenance costs are estimated $10.3 million. POSITIVE IMPACTS: The proposed project would connect major activity centers, community resources, and other regional transit services provided by the Regional Transportation District. The preferred alternative would increase mobility in the corridor, provide dependable transit service, and provide an alternative to single-occupant vehicle travel. NEGATIVE IMPACTS: Construction of the preferred alternative would require the acquisition of between approximately 85 and 100 acres, and relocation of zero to three full residential properties. Direct impacts to one paleontological site and between 10 and 13 cultural sites would occur depending on alignment and station options. Indirect visual impacts would impact between 62 and 100 cultural sites depending on alignment. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090395, Volume I763 pages, Volume II-- 806 pages, Appendices C, D and F--CD-ROM, November 13, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Archaeological Sites KW - Central Business Districts KW - Cultural Resources KW - Noise KW - Noise Assessments KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Colorado 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/756826703?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+METRO+CORRIDOR+PROJECT%2C+DENVER%2C+COMMERCE+CITY%2C+THORNTON%2C+NORTHGLENN%2C+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=NORTH+METRO+CORRIDOR+PROJECT%2C+DENVER%2C+COMMERCE+CITY%2C+THORNTON%2C+NORTHGLENN%2C+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH METRO CORRIDOR PROJECT, DENVER, COMMERCE CITY, THORNTON, NORTHGLENN, AND ADAMS COUNTY, COLORADO. [Part 6 of 6] T2 - NORTH METRO CORRIDOR PROJECT, DENVER, COMMERCE CITY, THORNTON, NORTHGLENN, AND ADAMS COUNTY, COLORADO. AN - 756826700; 14099-090395_0006 AB - PURPOSE: Construction of an 18-mile, fixed-guideway commuter rail transit project from downtown Denver, north to State Highway (SH) 7 serving Denver, Commerce City, Thornton, Northglenn, and Adams County is proposed. The North Metro corridor study area is a wedge-shaped area and includes lower downtown Denver at the southern boundary, and the Adams County-Weld County line at the northern boundary. The proposed project is to provide commuter rail from Denver Union Station (DUS) in downtown Denver to the State Highway 7 (SH 7)/162nd Avenue area in Adams County. For analysis in this draft EIS, the project was divided into two sections. From DUS to 84th Avenue, four alignment options were evaluated to bypass congested Sand Creek Junction. From 84th Avenue to the SH 7/162nd Avenue area, one alignment was evaluated. Eight stations are proposed for this service. For most of these station locations, more than one option is evaluated. In addition, two commuter rail vehicle technologies are compared: electric multiple unit (EMU) and diesel multiple unit (DMU). Maintenance of these vehicles would be provided at the proposed commuter rail maintenance facility. Two alternatives are fully compared: the No Action Alternative and the Build Alternative. The analysis of the various elements and options of the Build Alternative resulted in a recommended preferred alternative that would feature all project elements, except that four Southern Section alignment options near Commerce City, and two station options for the City and County of Denver would be selected in a final EIS for the proposed project. Under the preferred alternative, approximately 18 miles of new passenger railway would be provided on the BNSF/Union Pacific Boulder Branch alignment alternative. The alternative would include double-track from the DUS throat point at 20th Street to approximately 128th Avenue, and single-track north of 128th Avenue to the end-of-line. EMU vehicle technology would be used and North Metros eight new stations (plus DUS) would include: Coliseum Stock Show (Denver), Commerce City (the 72nd Avenue South Station option), 88th Avenue, 104th Avenue, 112th Avenue (the 112th Avenue Parking West of York Street Station option), 124th Avenue, 144th Avenue (144th Avenue West Station option), and 162nd Avenue/SH 7 (the 162nd Avenue East Station option). The 2015 corridor parking supply would be approximately 3,100 spaces. Service would be weekday 30-minute headway (time between trains) each direction except during peak periods, which would be 15-minute headway. Weekends and holidays would be more limited than weekday service. Travel time would be 27 minutes between DUS and 162nd Avenue/SH 7 with 14,300 riders per weekday (2030). The predicted travel time savings from SH 7 to DUS for commuter rail is estimated at 35 minutes over automobile travel time on I-25 in 2030. Capital cost of $1,066 million is estimated for year of expenditure for 2015 opening day project with EMU technology. Average annual operation and maintenance costs are estimated $10.3 million. POSITIVE IMPACTS: The proposed project would connect major activity centers, community resources, and other regional transit services provided by the Regional Transportation District. The preferred alternative would increase mobility in the corridor, provide dependable transit service, and provide an alternative to single-occupant vehicle travel. NEGATIVE IMPACTS: Construction of the preferred alternative would require the acquisition of between approximately 85 and 100 acres, and relocation of zero to three full residential properties. Direct impacts to one paleontological site and between 10 and 13 cultural sites would occur depending on alignment and station options. Indirect visual impacts would impact between 62 and 100 cultural sites depending on alignment. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090395, Volume I763 pages, Volume II-- 806 pages, Appendices C, D and F--CD-ROM, November 13, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Archaeological Sites KW - Central Business Districts KW - Cultural Resources KW - Noise KW - Noise Assessments KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Colorado 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/756826700?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+METRO+CORRIDOR+PROJECT%2C+DENVER%2C+COMMERCE+CITY%2C+THORNTON%2C+NORTHGLENN%2C+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=NORTH+METRO+CORRIDOR+PROJECT%2C+DENVER%2C+COMMERCE+CITY%2C+THORNTON%2C+NORTHGLENN%2C+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH METRO CORRIDOR PROJECT, DENVER, COMMERCE CITY, THORNTON, NORTHGLENN, AND ADAMS COUNTY, COLORADO. [Part 3 of 6] T2 - NORTH METRO CORRIDOR PROJECT, DENVER, COMMERCE CITY, THORNTON, NORTHGLENN, AND ADAMS COUNTY, COLORADO. AN - 756826693; 14099-090395_0003 AB - PURPOSE: Construction of an 18-mile, fixed-guideway commuter rail transit project from downtown Denver, north to State Highway (SH) 7 serving Denver, Commerce City, Thornton, Northglenn, and Adams County is proposed. The North Metro corridor study area is a wedge-shaped area and includes lower downtown Denver at the southern boundary, and the Adams County-Weld County line at the northern boundary. The proposed project is to provide commuter rail from Denver Union Station (DUS) in downtown Denver to the State Highway 7 (SH 7)/162nd Avenue area in Adams County. For analysis in this draft EIS, the project was divided into two sections. From DUS to 84th Avenue, four alignment options were evaluated to bypass congested Sand Creek Junction. From 84th Avenue to the SH 7/162nd Avenue area, one alignment was evaluated. Eight stations are proposed for this service. For most of these station locations, more than one option is evaluated. In addition, two commuter rail vehicle technologies are compared: electric multiple unit (EMU) and diesel multiple unit (DMU). Maintenance of these vehicles would be provided at the proposed commuter rail maintenance facility. Two alternatives are fully compared: the No Action Alternative and the Build Alternative. The analysis of the various elements and options of the Build Alternative resulted in a recommended preferred alternative that would feature all project elements, except that four Southern Section alignment options near Commerce City, and two station options for the City and County of Denver would be selected in a final EIS for the proposed project. Under the preferred alternative, approximately 18 miles of new passenger railway would be provided on the BNSF/Union Pacific Boulder Branch alignment alternative. The alternative would include double-track from the DUS throat point at 20th Street to approximately 128th Avenue, and single-track north of 128th Avenue to the end-of-line. EMU vehicle technology would be used and North Metros eight new stations (plus DUS) would include: Coliseum Stock Show (Denver), Commerce City (the 72nd Avenue South Station option), 88th Avenue, 104th Avenue, 112th Avenue (the 112th Avenue Parking West of York Street Station option), 124th Avenue, 144th Avenue (144th Avenue West Station option), and 162nd Avenue/SH 7 (the 162nd Avenue East Station option). The 2015 corridor parking supply would be approximately 3,100 spaces. Service would be weekday 30-minute headway (time between trains) each direction except during peak periods, which would be 15-minute headway. Weekends and holidays would be more limited than weekday service. Travel time would be 27 minutes between DUS and 162nd Avenue/SH 7 with 14,300 riders per weekday (2030). The predicted travel time savings from SH 7 to DUS for commuter rail is estimated at 35 minutes over automobile travel time on I-25 in 2030. Capital cost of $1,066 million is estimated for year of expenditure for 2015 opening day project with EMU technology. Average annual operation and maintenance costs are estimated $10.3 million. POSITIVE IMPACTS: The proposed project would connect major activity centers, community resources, and other regional transit services provided by the Regional Transportation District. The preferred alternative would increase mobility in the corridor, provide dependable transit service, and provide an alternative to single-occupant vehicle travel. NEGATIVE IMPACTS: Construction of the preferred alternative would require the acquisition of between approximately 85 and 100 acres, and relocation of zero to three full residential properties. Direct impacts to one paleontological site and between 10 and 13 cultural sites would occur depending on alignment and station options. Indirect visual impacts would impact between 62 and 100 cultural sites depending on alignment. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090395, Volume I763 pages, Volume II-- 806 pages, Appendices C, D and F--CD-ROM, November 13, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Archaeological Sites KW - Central Business Districts KW - Cultural Resources KW - Noise KW - Noise Assessments KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Colorado 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/756826693?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+METRO+CORRIDOR+PROJECT%2C+DENVER%2C+COMMERCE+CITY%2C+THORNTON%2C+NORTHGLENN%2C+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=NORTH+METRO+CORRIDOR+PROJECT%2C+DENVER%2C+COMMERCE+CITY%2C+THORNTON%2C+NORTHGLENN%2C+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH METRO CORRIDOR PROJECT, DENVER, COMMERCE CITY, THORNTON, NORTHGLENN, AND ADAMS COUNTY, COLORADO. [Part 5 of 6] T2 - NORTH METRO CORRIDOR PROJECT, DENVER, COMMERCE CITY, THORNTON, NORTHGLENN, AND ADAMS COUNTY, COLORADO. AN - 756826688; 14099-090395_0005 AB - PURPOSE: Construction of an 18-mile, fixed-guideway commuter rail transit project from downtown Denver, north to State Highway (SH) 7 serving Denver, Commerce City, Thornton, Northglenn, and Adams County is proposed. The North Metro corridor study area is a wedge-shaped area and includes lower downtown Denver at the southern boundary, and the Adams County-Weld County line at the northern boundary. The proposed project is to provide commuter rail from Denver Union Station (DUS) in downtown Denver to the State Highway 7 (SH 7)/162nd Avenue area in Adams County. For analysis in this draft EIS, the project was divided into two sections. From DUS to 84th Avenue, four alignment options were evaluated to bypass congested Sand Creek Junction. From 84th Avenue to the SH 7/162nd Avenue area, one alignment was evaluated. Eight stations are proposed for this service. For most of these station locations, more than one option is evaluated. In addition, two commuter rail vehicle technologies are compared: electric multiple unit (EMU) and diesel multiple unit (DMU). Maintenance of these vehicles would be provided at the proposed commuter rail maintenance facility. Two alternatives are fully compared: the No Action Alternative and the Build Alternative. The analysis of the various elements and options of the Build Alternative resulted in a recommended preferred alternative that would feature all project elements, except that four Southern Section alignment options near Commerce City, and two station options for the City and County of Denver would be selected in a final EIS for the proposed project. Under the preferred alternative, approximately 18 miles of new passenger railway would be provided on the BNSF/Union Pacific Boulder Branch alignment alternative. The alternative would include double-track from the DUS throat point at 20th Street to approximately 128th Avenue, and single-track north of 128th Avenue to the end-of-line. EMU vehicle technology would be used and North Metros eight new stations (plus DUS) would include: Coliseum Stock Show (Denver), Commerce City (the 72nd Avenue South Station option), 88th Avenue, 104th Avenue, 112th Avenue (the 112th Avenue Parking West of York Street Station option), 124th Avenue, 144th Avenue (144th Avenue West Station option), and 162nd Avenue/SH 7 (the 162nd Avenue East Station option). The 2015 corridor parking supply would be approximately 3,100 spaces. Service would be weekday 30-minute headway (time between trains) each direction except during peak periods, which would be 15-minute headway. Weekends and holidays would be more limited than weekday service. Travel time would be 27 minutes between DUS and 162nd Avenue/SH 7 with 14,300 riders per weekday (2030). The predicted travel time savings from SH 7 to DUS for commuter rail is estimated at 35 minutes over automobile travel time on I-25 in 2030. Capital cost of $1,066 million is estimated for year of expenditure for 2015 opening day project with EMU technology. Average annual operation and maintenance costs are estimated $10.3 million. POSITIVE IMPACTS: The proposed project would connect major activity centers, community resources, and other regional transit services provided by the Regional Transportation District. The preferred alternative would increase mobility in the corridor, provide dependable transit service, and provide an alternative to single-occupant vehicle travel. NEGATIVE IMPACTS: Construction of the preferred alternative would require the acquisition of between approximately 85 and 100 acres, and relocation of zero to three full residential properties. Direct impacts to one paleontological site and between 10 and 13 cultural sites would occur depending on alignment and station options. Indirect visual impacts would impact between 62 and 100 cultural sites depending on alignment. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090395, Volume I763 pages, Volume II-- 806 pages, Appendices C, D and F--CD-ROM, November 13, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Archaeological Sites KW - Central Business Districts KW - Cultural Resources KW - Noise KW - Noise Assessments KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Colorado 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/756826688?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+METRO+CORRIDOR+PROJECT%2C+DENVER%2C+COMMERCE+CITY%2C+THORNTON%2C+NORTHGLENN%2C+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=NORTH+METRO+CORRIDOR+PROJECT%2C+DENVER%2C+COMMERCE+CITY%2C+THORNTON%2C+NORTHGLENN%2C+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH METRO CORRIDOR PROJECT, DENVER, COMMERCE CITY, THORNTON, NORTHGLENN, AND ADAMS COUNTY, COLORADO. [Part 2 of 6] T2 - NORTH METRO CORRIDOR PROJECT, DENVER, COMMERCE CITY, THORNTON, NORTHGLENN, AND ADAMS COUNTY, COLORADO. AN - 756826362; 14099-090395_0002 AB - PURPOSE: Construction of an 18-mile, fixed-guideway commuter rail transit project from downtown Denver, north to State Highway (SH) 7 serving Denver, Commerce City, Thornton, Northglenn, and Adams County is proposed. The North Metro corridor study area is a wedge-shaped area and includes lower downtown Denver at the southern boundary, and the Adams County-Weld County line at the northern boundary. The proposed project is to provide commuter rail from Denver Union Station (DUS) in downtown Denver to the State Highway 7 (SH 7)/162nd Avenue area in Adams County. For analysis in this draft EIS, the project was divided into two sections. From DUS to 84th Avenue, four alignment options were evaluated to bypass congested Sand Creek Junction. From 84th Avenue to the SH 7/162nd Avenue area, one alignment was evaluated. Eight stations are proposed for this service. For most of these station locations, more than one option is evaluated. In addition, two commuter rail vehicle technologies are compared: electric multiple unit (EMU) and diesel multiple unit (DMU). Maintenance of these vehicles would be provided at the proposed commuter rail maintenance facility. Two alternatives are fully compared: the No Action Alternative and the Build Alternative. The analysis of the various elements and options of the Build Alternative resulted in a recommended preferred alternative that would feature all project elements, except that four Southern Section alignment options near Commerce City, and two station options for the City and County of Denver would be selected in a final EIS for the proposed project. Under the preferred alternative, approximately 18 miles of new passenger railway would be provided on the BNSF/Union Pacific Boulder Branch alignment alternative. The alternative would include double-track from the DUS throat point at 20th Street to approximately 128th Avenue, and single-track north of 128th Avenue to the end-of-line. EMU vehicle technology would be used and North Metros eight new stations (plus DUS) would include: Coliseum Stock Show (Denver), Commerce City (the 72nd Avenue South Station option), 88th Avenue, 104th Avenue, 112th Avenue (the 112th Avenue Parking West of York Street Station option), 124th Avenue, 144th Avenue (144th Avenue West Station option), and 162nd Avenue/SH 7 (the 162nd Avenue East Station option). The 2015 corridor parking supply would be approximately 3,100 spaces. Service would be weekday 30-minute headway (time between trains) each direction except during peak periods, which would be 15-minute headway. Weekends and holidays would be more limited than weekday service. Travel time would be 27 minutes between DUS and 162nd Avenue/SH 7 with 14,300 riders per weekday (2030). The predicted travel time savings from SH 7 to DUS for commuter rail is estimated at 35 minutes over automobile travel time on I-25 in 2030. Capital cost of $1,066 million is estimated for year of expenditure for 2015 opening day project with EMU technology. Average annual operation and maintenance costs are estimated $10.3 million. POSITIVE IMPACTS: The proposed project would connect major activity centers, community resources, and other regional transit services provided by the Regional Transportation District. The preferred alternative would increase mobility in the corridor, provide dependable transit service, and provide an alternative to single-occupant vehicle travel. NEGATIVE IMPACTS: Construction of the preferred alternative would require the acquisition of between approximately 85 and 100 acres, and relocation of zero to three full residential properties. Direct impacts to one paleontological site and between 10 and 13 cultural sites would occur depending on alignment and station options. Indirect visual impacts would impact between 62 and 100 cultural sites depending on alignment. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090395, Volume I763 pages, Volume II-- 806 pages, Appendices C, D and F--CD-ROM, November 13, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Archaeological Sites KW - Central Business Districts KW - Cultural Resources KW - Noise KW - Noise Assessments KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Colorado 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/756826362?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+METRO+CORRIDOR+PROJECT%2C+DENVER%2C+COMMERCE+CITY%2C+THORNTON%2C+NORTHGLENN%2C+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=NORTH+METRO+CORRIDOR+PROJECT%2C+DENVER%2C+COMMERCE+CITY%2C+THORNTON%2C+NORTHGLENN%2C+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Precision Grasping with Variable Compliance Using Force Sensing Resistors T2 - 2009 ASME International Mechanical Engineering Congress and Exposition (IMECE 2009) AN - 42150740; 5554424 JF - 2009 ASME International Mechanical Engineering Congress and Exposition (IMECE 2009) AU - McKay, Mark AU - Jenkins, Hodge Y1 - 2009/11/13/ PY - 2009 DA - 2009 Nov 13 KW - Compliance KW - Grasping KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42150740?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+ASME+International+Mechanical+Engineering+Congress+and+Exposition+%28IMECE+2009%29&rft.atitle=Precision+Grasping+with+Variable+Compliance+Using+Force+Sensing+Resistors&rft.au=McKay%2C+Mark%3BJenkins%2C+Hodge&rft.aulast=McKay&rft.aufirst=Mark&rft.date=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+ASME+International+Mechanical+Engineering+Congress+and+Exposition+%28IMECE+2009%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asmeconferences.org/Congress09/TechnicalProgramOverview.cfm LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-04-06 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM. AN - 16382123; 14098 AB - PURPOSE: The relocation of Marine Corps forces currently located in Okinawa, Japan to Guam, wharf reconstruction in Guam's Apra Harbor, and relocation of an Army Air and Missile Defense Task Force (AMDTF) to Guam are proposed. Project locations include Guam and Tinian, both part of the Mariana Islands archipelago, and the three actions are referred to as the Guam and the Commonwealth of the Northern Mariana Islands (CNMI) military relocation. The proposed actions are a complex, multi-service proposal involving components of the Marine Corps, Navy, and Army, as well as existing Air Force assets on Guam. Specifically, the actions would develop and construct facilities and infrastructure to support 8,600 Marines and their 9,000 dependents, construct a new deep-draft wharf with shoreside infrastructure improvements to support a transient nuclear powered aircraft carrier, and develop and construct facilities and infrastructure to support 600 military personnel and their 900 dependents to establish and operate an AMDTF. Several action alternatives and a No Action Alternative for each of the proposed actions are evaluated in this draft overseas EIS. Under the preferred main cantonment alternative, 2,580 acres would be leased or acquired to configure facilities on one contiguous parcel. Four sites are analyzed for the proposed Marine Corps airfield functions and Andersen Air Force Base would be the only reasonable alternative. Apra Harbor would be the only reasonable waterfront alternative. Of the geographic alternatives analyzed for the location of firing and non-firing training ranges, two reasonable alternatives on the east coast of Guam would require acquisition or lease of either 921 acres or 1,129 acres. The preferred alternative for training on Tinian would construct four ranges within the leaseback area on the island. Under the preferred alternative for aircraft carrier berthing, a new deep-draft wharf would be constructed at Polaris Point and the existing outer Apra Harbor channel would be widened to 600 feet. A new ship turning basin would require dredging to 49.5 feet mean lower low water plus 2 feet overdraft. The preferred alternative for proposed AMDTF headquarters and housing would involve co-locating Army support facilities with the proposed Marine Corps units at Finegayan and the preferred alternative for munitions storage would involve construction of magazines at Andersen Air Force Base. Utilities and roadways projects would include upgrades to power systems, potable water supplies, wastewater treatment facilities, and construction of roadway projects that could be funded partially funded by the Federal Highway Administration. Projects would include intersection improvements, bridge replacements, pavement strengthening, roadway relocation, and new road construction. POSITIVE IMPACTS: The proposed actions would position military forces within a timely response range to defend the homeland, Japan, and other allies' interests. The powerful U.S. presence in the Pacific region would provide the flexibility to respond to regional threats and would maintain regional stability, peace, and security. NEGATIVE IMPACTS: Temporary water quality impacts on near shore waters and significant direct impacts to the coral reef ecosystem would result from dredging in Apra Harbor. Roadway noise would be a significant impact in the north and central areas of Guam. Activities associated with the relocations would adversely affect 34 archaeological resources. The projected water demand for the Guam civilian population throughout 2010 to 2019, not including effects of any military buildup, exceeds the current water system capacity. Wastewater treatment facilities would require upgrades. JF - EPA number: 090394, Summary--38 pages and maps, Volumes 1-9--CD-ROM, November 13, 2009 PY - 2009 KW - Air Transportation KW - Archaeological Sites KW - Bridges KW - Channels KW - Dredging KW - Harbors KW - Islands KW - Leasing KW - Land Acquisitions KW - Military Facilities (Air Force) KW - Military Facilities (Army) KW - Military Facilities (Marine Corps) KW - Military Facilities (Navy) KW - Military Operations (Army) KW - Military Operations (Marine Corps) KW - Military Operations (Navy) KW - Municipal Services KW - Munitions KW - Population KW - Roads KW - Ships KW - Water Supply KW - Wells KW - Andersen Air Force Base Guam KW - Apra Harbor Naval Complex KW - Commonwealth of the Northern Mariana Islands KW - Guam UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16382123?accountid=14244 L2 - http://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=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.title=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Naval Facilities Engineering Command, Pearl Harbor, Hawaii; NAVY N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH METRO CORRIDOR PROJECT, DENVER, COMMERCE CITY, THORNTON, NORTHGLENN, AND ADAMS COUNTY, COLORADO. AN - 16380134; 14099 AB - PURPOSE: Construction of an 18-mile, fixed-guideway commuter rail transit project from downtown Denver, north to State Highway (SH) 7 serving Denver, Commerce City, Thornton, Northglenn, and Adams County is proposed. The North Metro corridor study area is a wedge-shaped area and includes lower downtown Denver at the southern boundary, and the Adams County-Weld County line at the northern boundary. The proposed project is to provide commuter rail from Denver Union Station (DUS) in downtown Denver to the State Highway 7 (SH 7)/162nd Avenue area in Adams County. For analysis in this draft EIS, the project was divided into two sections. From DUS to 84th Avenue, four alignment options were evaluated to bypass congested Sand Creek Junction. From 84th Avenue to the SH 7/162nd Avenue area, one alignment was evaluated. Eight stations are proposed for this service. For most of these station locations, more than one option is evaluated. In addition, two commuter rail vehicle technologies are compared: electric multiple unit (EMU) and diesel multiple unit (DMU). Maintenance of these vehicles would be provided at the proposed commuter rail maintenance facility. Two alternatives are fully compared: the No Action Alternative and the Build Alternative. The analysis of the various elements and options of the Build Alternative resulted in a recommended preferred alternative that would feature all project elements, except that four Southern Section alignment options near Commerce City, and two station options for the City and County of Denver would be selected in a final EIS for the proposed project. Under the preferred alternative, approximately 18 miles of new passenger railway would be provided on the BNSF/Union Pacific Boulder Branch alignment alternative. The alternative would include double-track from the DUS throat point at 20th Street to approximately 128th Avenue, and single-track north of 128th Avenue to the end-of-line. EMU vehicle technology would be used and North Metros eight new stations (plus DUS) would include: Coliseum Stock Show (Denver), Commerce City (the 72nd Avenue South Station option), 88th Avenue, 104th Avenue, 112th Avenue (the 112th Avenue Parking West of York Street Station option), 124th Avenue, 144th Avenue (144th Avenue West Station option), and 162nd Avenue/SH 7 (the 162nd Avenue East Station option). The 2015 corridor parking supply would be approximately 3,100 spaces. Service would be weekday 30-minute headway (time between trains) each direction except during peak periods, which would be 15-minute headway. Weekends and holidays would be more limited than weekday service. Travel time would be 27 minutes between DUS and 162nd Avenue/SH 7 with 14,300 riders per weekday (2030). The predicted travel time savings from SH 7 to DUS for commuter rail is estimated at 35 minutes over automobile travel time on I-25 in 2030. Capital cost of $1,066 million is estimated for year of expenditure for 2015 opening day project with EMU technology. Average annual operation and maintenance costs are estimated $10.3 million. POSITIVE IMPACTS: The proposed project would connect major activity centers, community resources, and other regional transit services provided by the Regional Transportation District. The preferred alternative would increase mobility in the corridor, provide dependable transit service, and provide an alternative to single-occupant vehicle travel. NEGATIVE IMPACTS: Construction of the preferred alternative would require the acquisition of between approximately 85 and 100 acres, and relocation of zero to three full residential properties. Direct impacts to one paleontological site and between 10 and 13 cultural sites would occur depending on alignment and station options. Indirect visual impacts would impact between 62 and 100 cultural sites depending on alignment. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090395, Volume I763 pages, Volume II-- 806 pages, Appendices C, D and F--CD-ROM, November 13, 2009 PY - 2009 KW - Roads and Railroads KW - Archaeological Sites KW - Central Business Districts KW - Cultural Resources KW - Noise KW - Noise Assessments KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Colorado 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/16380134?accountid=14244 L2 - http://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=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+METRO+CORRIDOR+PROJECT%2C+DENVER%2C+COMMERCE+CITY%2C+THORNTON%2C+NORTHGLENN%2C+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=NORTH+METRO+CORRIDOR+PROJECT%2C+DENVER%2C+COMMERCE+CITY%2C+THORNTON%2C+NORTHGLENN%2C+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BIENVILLE OFFSHORE ENERGY TERMINAL DEEPWATER PORT, FORT MORGAN, ALABAMA: LICENSE APPLICATION AMENDMENT (Docket No. USCG-2006-24644). AN - 16379066; 14100 AB - PURPOSE: The construction and operation of a deepwater offshore liquid natural gas (LNG) terminal port in the Gulf of Mexico 62.6 miles south of Fort Morgan, Alabama are proposed. The Bienville Offshore Energy Terminal (BOET), owned and operated by TORP Terminal LP (the applicant), would be capable of mooring a LNG carrier of up to 9.4 million cubic feet in capacity. A final EIS for the BOET license application was published August 8, 2008, but concerns regarding potential impacts to marine resources from the use of seawater to regassify LNG led to submission of an amended application proposing different regassification technology. The LNG carrier would be off-loaded using a HiLoad LNG off-loading and regasification unit (HiLoad), which is proprietary technology consisting of a remotely operated, floating, LNG transfer and regasification unit that connects to the hull of the LNG carrier. Ambient air vaporizers (AAVs) with methanol as an intermediate fluid would be located aboard a floating regasification unit (FRU) and would provide the heat required to regasify the LNG, all in a closed-loop vaporization system design. At the FRU, the gas would be metered and sent out via interconnect pipelines to four existing offshore pipelines (Dauphin Natural Gas Pipeline, Williams Natural Gas Pipeline, Destin Natural Gas Pipeline, and Viosca Knoll Gathering System Gas Pipeline) that connect to the onshore natural gas transmission pipeline system. The natural gas would be delivered to customers through existing facilities. BOET's average throughput capacity would be 1.2 billion standard cubic feet of gas per day (Bscfd), and peak throughput capacity would be 1.4 Bscfd. BOETs major components would include a turret mooring system, a FRU, a HiLoad unit, two mooring lines that connect the HiLoad to the FRU, two high-pressure flexible gas pipes, two floating intermediate fluid hoses, two umbilicals, and 22.7 miles of new subsea pipeline. These components would be fabricated onshore at existing sites in Alabama, Louisiana, and/or Texas. No new onshore pipelines or LNG storage facilities would be developed under this proposal. BOET's offshore construction would be expected to require approximately four months, with startup of commercial operations anticipated in 2014. Onshore support would be provided by existing facilities in Alabama. In addition to the applicant's proposal, this supplemental draft EIS considers alternative actions with respect to deepwater port designs, deepwater port locations, LNG vaporization technologies, onshore fabrication sites, and offshore interconnect pipeline routes, as well as a No Action Alternative. POSITIVE IMPACTS: The terminal port would provide a safe, effective means of importing natural gas into the United States from foreign sources. The port and terminal facilities would provide for the increasing demand for natural gas in the southern United States and elsewhere in the country and could replace more expensive, less environmentally friendly oil-fired generators and heating units in some cases. The facilities would promote the development of oil and natural gas production on the outer continental shelf by affording an economic and safe means of transporting oil and natural gas to the mainland. Construction employment would provide jobs for local and regional workers. NEGATIVE IMPACTS: Submarine pipeline construction would temporarily disturb benthic habitat and release sediments into the water column. Operation of BOET would result in increased vessel traffic in the vicinity of the east-central Gulf, increasing delays due to vessel traffic levels and increasing the possibility of vessel collision with other vessels and with marine mammals. LEGAL MANDATES: Deepwater Port Act of 1974(22 U.S.C. 1501-1524), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 090396, 812 pages, CD-ROM, November 13, 2009 PY - 2009 KW - Energy KW - Air Quality Assessments KW - Biologic Assessments KW - Harbor Structures KW - Marine Mammals KW - Natural Gas KW - Pipelines KW - Ships KW - Socioeconomic Assessments KW - Terminal Facilities KW - Alabama KW - Gulf of Mexico KW - Deepwater Port Act of 1974, License Application KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16379066?accountid=14244 L2 - http://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=2009-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BIENVILLE+OFFSHORE+ENERGY+TERMINAL+DEEPWATER+PORT%2C+FORT+MORGAN%2C+ALABAMA%3A+LICENSE+APPLICATION+AMENDMENT+%28Docket+No.+USCG-2006-24644%29.&rft.title=BIENVILLE+OFFSHORE+ENERGY+TERMINAL+DEEPWATER+PORT%2C+FORT+MORGAN%2C+ALABAMA%3A+LICENSE+APPLICATION+AMENDMENT+%28Docket+No.+USCG-2006-24644%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SADDLE ROAD (STATE ROUTE 200), MAMALAHOA HIGHWAY (STATE ROUTE 190) TO MILEPOST 41 (FHWA PROJECT NUMBER 200(00)), HAWAII COUNTY, HAWAII. [Part 3 of 4] T2 - SADDLE ROAD (STATE ROUTE 200), MAMALAHOA HIGHWAY (STATE ROUTE 190) TO MILEPOST 41 (FHWA PROJECT NUMBER 200(00)), HAWAII COUNTY, HAWAII. AN - 756826648; 14096-090392_0003 AB - PURPOSE: A new alternative alignment for the proposed improvement of Section I of Saddle Road, which extends from Mamalahoa Highway (State Route (SR) 190) near milepost 53 to milepost 41, making up the western end of Saddle Road near Hilo, Hawaii, is proposed. Saddle Road extends between mileposts 6 and 53. Sections II and III of Saddle Road, between mileposts 8.5 and 41, have already been completed or are advancing towards completion along the alignments identified in the 1999 final EIS for the entire project. Section IV is currently in final design, leaving Section I as the last piece planned for construction. In 2006, the U.S. Army purchased for military training a property known as the Keamuku parcel. The alignment selected for Section I of the improved Saddle Road in the 1999 Record of Decision, termed W-3, essentially divides the Keamuku parcel in half. In order to provide a safe separation of civilian transportation and military training, the Army requested another alternative alignment near the southern boundary of Keamuku for the realignment of this section of Saddle Road. In Section I, the existing Saddle Road is a narrow, winding, two-lane road with steep grades, sharp curves, poor pavement, substandard drainage, and no shoulders. Saddle Road is an important cross-island link for business travel, the transport of goods and services, tourism, recreation, shopping, and commuting, and is the only paved arterial serving the army training facility, the astronomical observatory on Mauna Kea, Waiki'i Ranch, upper Kaumana, Mauna Kea State Recreation Area, Kilohana Girl Scout Camp, and major hunting areas. Saddle Roads accident rate of 5.43 accidents per million vehicle miles in 1996 was significantly higher than the average rate for rural two-lane highways throughout the State of Hawaii and Roadway deficiencies also hindered the timely response of emergency vehicles responding to fires, accidents, and other emergencies along Saddle Road. Issues of concern include the effects on protected species of flora and fauna, critical habitat for endangered palila, wetlands and biological habitats of importance, archaeological resources, fire hazard, residential displacement, and noise. The proposed new 10.3-mile alignment, termed W-7, would traverse the Keamuku parcel in a westerly direction, roughly paralleling the southern boundary of Keamuku until near Mamalahoa Highway, where it would veer slightly north to take advantage of more favorable terrain for a major highway intersection. W-7 would have a maximum grade of 8.0 percent and an average grade of about 6.0 percent. About 250 acres of right-of-way would be required. Mamalahoa Highway would be crossed at-grade or by a grade-separated structure. Construction would occur over about two years and cost $58 million in 2007 dollars. The No Action Alternative was already rejected and is referenced for baseline purposes only. If it is not feasible to construct the preferred alternative, alignment W-7, it is expected that the W-3 alignment would be constructed. POSITIVE IMPACTS: The realigned highway would reduce conflicts and hazards with military operations, improve pavement conditions, increase safety and capacity, improve quality of traffic flow, decrease cross-island travel times by approximately 30 minutes, and stimulate economic growth and development. NEGATIVE IMPACTS: The proposed improvement of the road could increase the likelihood of wildfire caused by human activity. Construction equipment used during grading and paving as well as careless construction workers could cause fires. After construction, there would be a permanently heightened risk of wildfire ignition due to the substantial increase in the number of vehicles traversing the area. Construction of the proposed highway would generate a corridor along which introduced species, both plant and animal, would be able more readily to gain access to native habitat and would result in a substantial change in visual character due to the introduction of a paved road to the existing pastoral setting. JF - EPA number: 090392, Draft supplemental EIS--328 pages and maps, Appendices--490 pages and maps, November 9, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-HI-SEIS-09-01-D KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Fire Prevention KW - Fires KW - Highways KW - Land Use KW - Military Facilities (Army) KW - Motor Vehicles KW - Roads KW - Section 106 Statements KW - Traffic Analyses KW - Vegetation KW - Vegetation Surveys KW - Hawaii KW - Pohakuloa Training Area, Hawaii UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826648?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SADDLE+ROAD+%28STATE+ROUTE+200%29%2C+MAMALAHOA+HIGHWAY+%28STATE+ROUTE+190%29+TO+MILEPOST+41+%28FHWA+PROJECT+NUMBER+200%2800%29%29%2C+HAWAII+COUNTY%2C+HAWAII.&rft.title=SADDLE+ROAD+%28STATE+ROUTE+200%29%2C+MAMALAHOA+HIGHWAY+%28STATE+ROUTE+190%29+TO+MILEPOST+41+%28FHWA+PROJECT+NUMBER+200%2800%29%29%2C+HAWAII+COUNTY%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 9, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SADDLE ROAD (STATE ROUTE 200), MAMALAHOA HIGHWAY (STATE ROUTE 190) TO MILEPOST 41 (FHWA PROJECT NUMBER 200(00)), HAWAII COUNTY, HAWAII. [Part 1 of 4] T2 - SADDLE ROAD (STATE ROUTE 200), MAMALAHOA HIGHWAY (STATE ROUTE 190) TO MILEPOST 41 (FHWA PROJECT NUMBER 200(00)), HAWAII COUNTY, HAWAII. AN - 756826454; 14096-090392_0001 AB - PURPOSE: A new alternative alignment for the proposed improvement of Section I of Saddle Road, which extends from Mamalahoa Highway (State Route (SR) 190) near milepost 53 to milepost 41, making up the western end of Saddle Road near Hilo, Hawaii, is proposed. Saddle Road extends between mileposts 6 and 53. Sections II and III of Saddle Road, between mileposts 8.5 and 41, have already been completed or are advancing towards completion along the alignments identified in the 1999 final EIS for the entire project. Section IV is currently in final design, leaving Section I as the last piece planned for construction. In 2006, the U.S. Army purchased for military training a property known as the Keamuku parcel. The alignment selected for Section I of the improved Saddle Road in the 1999 Record of Decision, termed W-3, essentially divides the Keamuku parcel in half. In order to provide a safe separation of civilian transportation and military training, the Army requested another alternative alignment near the southern boundary of Keamuku for the realignment of this section of Saddle Road. In Section I, the existing Saddle Road is a narrow, winding, two-lane road with steep grades, sharp curves, poor pavement, substandard drainage, and no shoulders. Saddle Road is an important cross-island link for business travel, the transport of goods and services, tourism, recreation, shopping, and commuting, and is the only paved arterial serving the army training facility, the astronomical observatory on Mauna Kea, Waiki'i Ranch, upper Kaumana, Mauna Kea State Recreation Area, Kilohana Girl Scout Camp, and major hunting areas. Saddle Roads accident rate of 5.43 accidents per million vehicle miles in 1996 was significantly higher than the average rate for rural two-lane highways throughout the State of Hawaii and Roadway deficiencies also hindered the timely response of emergency vehicles responding to fires, accidents, and other emergencies along Saddle Road. Issues of concern include the effects on protected species of flora and fauna, critical habitat for endangered palila, wetlands and biological habitats of importance, archaeological resources, fire hazard, residential displacement, and noise. The proposed new 10.3-mile alignment, termed W-7, would traverse the Keamuku parcel in a westerly direction, roughly paralleling the southern boundary of Keamuku until near Mamalahoa Highway, where it would veer slightly north to take advantage of more favorable terrain for a major highway intersection. W-7 would have a maximum grade of 8.0 percent and an average grade of about 6.0 percent. About 250 acres of right-of-way would be required. Mamalahoa Highway would be crossed at-grade or by a grade-separated structure. Construction would occur over about two years and cost $58 million in 2007 dollars. The No Action Alternative was already rejected and is referenced for baseline purposes only. If it is not feasible to construct the preferred alternative, alignment W-7, it is expected that the W-3 alignment would be constructed. POSITIVE IMPACTS: The realigned highway would reduce conflicts and hazards with military operations, improve pavement conditions, increase safety and capacity, improve quality of traffic flow, decrease cross-island travel times by approximately 30 minutes, and stimulate economic growth and development. NEGATIVE IMPACTS: The proposed improvement of the road could increase the likelihood of wildfire caused by human activity. Construction equipment used during grading and paving as well as careless construction workers could cause fires. After construction, there would be a permanently heightened risk of wildfire ignition due to the substantial increase in the number of vehicles traversing the area. Construction of the proposed highway would generate a corridor along which introduced species, both plant and animal, would be able more readily to gain access to native habitat and would result in a substantial change in visual character due to the introduction of a paved road to the existing pastoral setting. JF - EPA number: 090392, Draft supplemental EIS--328 pages and maps, Appendices--490 pages and maps, November 9, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-HI-SEIS-09-01-D KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Fire Prevention KW - Fires KW - Highways KW - Land Use KW - Military Facilities (Army) KW - Motor Vehicles KW - Roads KW - Section 106 Statements KW - Traffic Analyses KW - Vegetation KW - Vegetation Surveys KW - Hawaii KW - Pohakuloa Training Area, Hawaii UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826454?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SADDLE+ROAD+%28STATE+ROUTE+200%29%2C+MAMALAHOA+HIGHWAY+%28STATE+ROUTE+190%29+TO+MILEPOST+41+%28FHWA+PROJECT+NUMBER+200%2800%29%29%2C+HAWAII+COUNTY%2C+HAWAII.&rft.title=SADDLE+ROAD+%28STATE+ROUTE+200%29%2C+MAMALAHOA+HIGHWAY+%28STATE+ROUTE+190%29+TO+MILEPOST+41+%28FHWA+PROJECT+NUMBER+200%2800%29%29%2C+HAWAII+COUNTY%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 9, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SADDLE ROAD (STATE ROUTE 200), MAMALAHOA HIGHWAY (STATE ROUTE 190) TO MILEPOST 41 (FHWA PROJECT NUMBER 200(00)), HAWAII COUNTY, HAWAII. [Part 2 of 4] T2 - SADDLE ROAD (STATE ROUTE 200), MAMALAHOA HIGHWAY (STATE ROUTE 190) TO MILEPOST 41 (FHWA PROJECT NUMBER 200(00)), HAWAII COUNTY, HAWAII. AN - 756826301; 14096-090392_0002 AB - PURPOSE: A new alternative alignment for the proposed improvement of Section I of Saddle Road, which extends from Mamalahoa Highway (State Route (SR) 190) near milepost 53 to milepost 41, making up the western end of Saddle Road near Hilo, Hawaii, is proposed. Saddle Road extends between mileposts 6 and 53. Sections II and III of Saddle Road, between mileposts 8.5 and 41, have already been completed or are advancing towards completion along the alignments identified in the 1999 final EIS for the entire project. Section IV is currently in final design, leaving Section I as the last piece planned for construction. In 2006, the U.S. Army purchased for military training a property known as the Keamuku parcel. The alignment selected for Section I of the improved Saddle Road in the 1999 Record of Decision, termed W-3, essentially divides the Keamuku parcel in half. In order to provide a safe separation of civilian transportation and military training, the Army requested another alternative alignment near the southern boundary of Keamuku for the realignment of this section of Saddle Road. In Section I, the existing Saddle Road is a narrow, winding, two-lane road with steep grades, sharp curves, poor pavement, substandard drainage, and no shoulders. Saddle Road is an important cross-island link for business travel, the transport of goods and services, tourism, recreation, shopping, and commuting, and is the only paved arterial serving the army training facility, the astronomical observatory on Mauna Kea, Waiki'i Ranch, upper Kaumana, Mauna Kea State Recreation Area, Kilohana Girl Scout Camp, and major hunting areas. Saddle Roads accident rate of 5.43 accidents per million vehicle miles in 1996 was significantly higher than the average rate for rural two-lane highways throughout the State of Hawaii and Roadway deficiencies also hindered the timely response of emergency vehicles responding to fires, accidents, and other emergencies along Saddle Road. Issues of concern include the effects on protected species of flora and fauna, critical habitat for endangered palila, wetlands and biological habitats of importance, archaeological resources, fire hazard, residential displacement, and noise. The proposed new 10.3-mile alignment, termed W-7, would traverse the Keamuku parcel in a westerly direction, roughly paralleling the southern boundary of Keamuku until near Mamalahoa Highway, where it would veer slightly north to take advantage of more favorable terrain for a major highway intersection. W-7 would have a maximum grade of 8.0 percent and an average grade of about 6.0 percent. About 250 acres of right-of-way would be required. Mamalahoa Highway would be crossed at-grade or by a grade-separated structure. Construction would occur over about two years and cost $58 million in 2007 dollars. The No Action Alternative was already rejected and is referenced for baseline purposes only. If it is not feasible to construct the preferred alternative, alignment W-7, it is expected that the W-3 alignment would be constructed. POSITIVE IMPACTS: The realigned highway would reduce conflicts and hazards with military operations, improve pavement conditions, increase safety and capacity, improve quality of traffic flow, decrease cross-island travel times by approximately 30 minutes, and stimulate economic growth and development. NEGATIVE IMPACTS: The proposed improvement of the road could increase the likelihood of wildfire caused by human activity. Construction equipment used during grading and paving as well as careless construction workers could cause fires. After construction, there would be a permanently heightened risk of wildfire ignition due to the substantial increase in the number of vehicles traversing the area. Construction of the proposed highway would generate a corridor along which introduced species, both plant and animal, would be able more readily to gain access to native habitat and would result in a substantial change in visual character due to the introduction of a paved road to the existing pastoral setting. JF - EPA number: 090392, Draft supplemental EIS--328 pages and maps, Appendices--490 pages and maps, November 9, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-HI-SEIS-09-01-D KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Fire Prevention KW - Fires KW - Highways KW - Land Use KW - Military Facilities (Army) KW - Motor Vehicles KW - Roads KW - Section 106 Statements KW - Traffic Analyses KW - Vegetation KW - Vegetation Surveys KW - Hawaii KW - Pohakuloa Training Area, Hawaii UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826301?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SADDLE+ROAD+%28STATE+ROUTE+200%29%2C+MAMALAHOA+HIGHWAY+%28STATE+ROUTE+190%29+TO+MILEPOST+41+%28FHWA+PROJECT+NUMBER+200%2800%29%29%2C+HAWAII+COUNTY%2C+HAWAII.&rft.title=SADDLE+ROAD+%28STATE+ROUTE+200%29%2C+MAMALAHOA+HIGHWAY+%28STATE+ROUTE+190%29+TO+MILEPOST+41+%28FHWA+PROJECT+NUMBER+200%2800%29%29%2C+HAWAII+COUNTY%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 9, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SADDLE ROAD (STATE ROUTE 200), MAMALAHOA HIGHWAY (STATE ROUTE 190) TO MILEPOST 41 (FHWA PROJECT NUMBER 200(00)), HAWAII COUNTY, HAWAII. [Part 4 of 4] T2 - SADDLE ROAD (STATE ROUTE 200), MAMALAHOA HIGHWAY (STATE ROUTE 190) TO MILEPOST 41 (FHWA PROJECT NUMBER 200(00)), HAWAII COUNTY, HAWAII. AN - 756826275; 14096-090392_0004 AB - PURPOSE: A new alternative alignment for the proposed improvement of Section I of Saddle Road, which extends from Mamalahoa Highway (State Route (SR) 190) near milepost 53 to milepost 41, making up the western end of Saddle Road near Hilo, Hawaii, is proposed. Saddle Road extends between mileposts 6 and 53. Sections II and III of Saddle Road, between mileposts 8.5 and 41, have already been completed or are advancing towards completion along the alignments identified in the 1999 final EIS for the entire project. Section IV is currently in final design, leaving Section I as the last piece planned for construction. In 2006, the U.S. Army purchased for military training a property known as the Keamuku parcel. The alignment selected for Section I of the improved Saddle Road in the 1999 Record of Decision, termed W-3, essentially divides the Keamuku parcel in half. In order to provide a safe separation of civilian transportation and military training, the Army requested another alternative alignment near the southern boundary of Keamuku for the realignment of this section of Saddle Road. In Section I, the existing Saddle Road is a narrow, winding, two-lane road with steep grades, sharp curves, poor pavement, substandard drainage, and no shoulders. Saddle Road is an important cross-island link for business travel, the transport of goods and services, tourism, recreation, shopping, and commuting, and is the only paved arterial serving the army training facility, the astronomical observatory on Mauna Kea, Waiki'i Ranch, upper Kaumana, Mauna Kea State Recreation Area, Kilohana Girl Scout Camp, and major hunting areas. Saddle Roads accident rate of 5.43 accidents per million vehicle miles in 1996 was significantly higher than the average rate for rural two-lane highways throughout the State of Hawaii and Roadway deficiencies also hindered the timely response of emergency vehicles responding to fires, accidents, and other emergencies along Saddle Road. Issues of concern include the effects on protected species of flora and fauna, critical habitat for endangered palila, wetlands and biological habitats of importance, archaeological resources, fire hazard, residential displacement, and noise. The proposed new 10.3-mile alignment, termed W-7, would traverse the Keamuku parcel in a westerly direction, roughly paralleling the southern boundary of Keamuku until near Mamalahoa Highway, where it would veer slightly north to take advantage of more favorable terrain for a major highway intersection. W-7 would have a maximum grade of 8.0 percent and an average grade of about 6.0 percent. About 250 acres of right-of-way would be required. Mamalahoa Highway would be crossed at-grade or by a grade-separated structure. Construction would occur over about two years and cost $58 million in 2007 dollars. The No Action Alternative was already rejected and is referenced for baseline purposes only. If it is not feasible to construct the preferred alternative, alignment W-7, it is expected that the W-3 alignment would be constructed. POSITIVE IMPACTS: The realigned highway would reduce conflicts and hazards with military operations, improve pavement conditions, increase safety and capacity, improve quality of traffic flow, decrease cross-island travel times by approximately 30 minutes, and stimulate economic growth and development. NEGATIVE IMPACTS: The proposed improvement of the road could increase the likelihood of wildfire caused by human activity. Construction equipment used during grading and paving as well as careless construction workers could cause fires. After construction, there would be a permanently heightened risk of wildfire ignition due to the substantial increase in the number of vehicles traversing the area. Construction of the proposed highway would generate a corridor along which introduced species, both plant and animal, would be able more readily to gain access to native habitat and would result in a substantial change in visual character due to the introduction of a paved road to the existing pastoral setting. JF - EPA number: 090392, Draft supplemental EIS--328 pages and maps, Appendices--490 pages and maps, November 9, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-HI-SEIS-09-01-D KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Fire Prevention KW - Fires KW - Highways KW - Land Use KW - Military Facilities (Army) KW - Motor Vehicles KW - Roads KW - Section 106 Statements KW - Traffic Analyses KW - Vegetation KW - Vegetation Surveys KW - Hawaii KW - Pohakuloa Training Area, Hawaii UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826275?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SADDLE+ROAD+%28STATE+ROUTE+200%29%2C+MAMALAHOA+HIGHWAY+%28STATE+ROUTE+190%29+TO+MILEPOST+41+%28FHWA+PROJECT+NUMBER+200%2800%29%29%2C+HAWAII+COUNTY%2C+HAWAII.&rft.title=SADDLE+ROAD+%28STATE+ROUTE+200%29%2C+MAMALAHOA+HIGHWAY+%28STATE+ROUTE+190%29+TO+MILEPOST+41+%28FHWA+PROJECT+NUMBER+200%2800%29%29%2C+HAWAII+COUNTY%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 9, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SADDLE ROAD (STATE ROUTE 200), MAMALAHOA HIGHWAY (STATE ROUTE 190) TO MILEPOST 41 (FHWA PROJECT NUMBER 200(00)), HAWAII COUNTY, HAWAII. AN - 15226322; 14096 AB - PURPOSE: A new alternative alignment for the proposed improvement of Section I of Saddle Road, which extends from Mamalahoa Highway (State Route (SR) 190) near milepost 53 to milepost 41, making up the western end of Saddle Road near Hilo, Hawaii, is proposed. Saddle Road extends between mileposts 6 and 53. Sections II and III of Saddle Road, between mileposts 8.5 and 41, have already been completed or are advancing towards completion along the alignments identified in the 1999 final EIS for the entire project. Section IV is currently in final design, leaving Section I as the last piece planned for construction. In 2006, the U.S. Army purchased for military training a property known as the Keamuku parcel. The alignment selected for Section I of the improved Saddle Road in the 1999 Record of Decision, termed W-3, essentially divides the Keamuku parcel in half. In order to provide a safe separation of civilian transportation and military training, the Army requested another alternative alignment near the southern boundary of Keamuku for the realignment of this section of Saddle Road. In Section I, the existing Saddle Road is a narrow, winding, two-lane road with steep grades, sharp curves, poor pavement, substandard drainage, and no shoulders. Saddle Road is an important cross-island link for business travel, the transport of goods and services, tourism, recreation, shopping, and commuting, and is the only paved arterial serving the army training facility, the astronomical observatory on Mauna Kea, Waiki'i Ranch, upper Kaumana, Mauna Kea State Recreation Area, Kilohana Girl Scout Camp, and major hunting areas. Saddle Roads accident rate of 5.43 accidents per million vehicle miles in 1996 was significantly higher than the average rate for rural two-lane highways throughout the State of Hawaii and Roadway deficiencies also hindered the timely response of emergency vehicles responding to fires, accidents, and other emergencies along Saddle Road. Issues of concern include the effects on protected species of flora and fauna, critical habitat for endangered palila, wetlands and biological habitats of importance, archaeological resources, fire hazard, residential displacement, and noise. The proposed new 10.3-mile alignment, termed W-7, would traverse the Keamuku parcel in a westerly direction, roughly paralleling the southern boundary of Keamuku until near Mamalahoa Highway, where it would veer slightly north to take advantage of more favorable terrain for a major highway intersection. W-7 would have a maximum grade of 8.0 percent and an average grade of about 6.0 percent. About 250 acres of right-of-way would be required. Mamalahoa Highway would be crossed at-grade or by a grade-separated structure. Construction would occur over about two years and cost $58 million in 2007 dollars. The No Action Alternative was already rejected and is referenced for baseline purposes only. If it is not feasible to construct the preferred alternative, alignment W-7, it is expected that the W-3 alignment would be constructed. POSITIVE IMPACTS: The realigned highway would reduce conflicts and hazards with military operations, improve pavement conditions, increase safety and capacity, improve quality of traffic flow, decrease cross-island travel times by approximately 30 minutes, and stimulate economic growth and development. NEGATIVE IMPACTS: The proposed improvement of the road could increase the likelihood of wildfire caused by human activity. Construction equipment used during grading and paving as well as careless construction workers could cause fires. After construction, there would be a permanently heightened risk of wildfire ignition due to the substantial increase in the number of vehicles traversing the area. Construction of the proposed highway would generate a corridor along which introduced species, both plant and animal, would be able more readily to gain access to native habitat and would result in a substantial change in visual character due to the introduction of a paved road to the existing pastoral setting. JF - EPA number: 090392, Draft supplemental EIS--328 pages and maps, Appendices--490 pages and maps, November 9, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-HI-SEIS-09-01-D KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Fire Prevention KW - Fires KW - Highways KW - Land Use KW - Military Facilities (Army) KW - Motor Vehicles KW - Roads KW - Section 106 Statements KW - Traffic Analyses KW - Vegetation KW - Vegetation Surveys KW - Hawaii KW - Pohakuloa Training Area, Hawaii UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15226322?accountid=14244 L2 - http://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=2009-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SADDLE+ROAD+%28STATE+ROUTE+200%29%2C+MAMALAHOA+HIGHWAY+%28STATE+ROUTE+190%29+TO+MILEPOST+41+%28FHWA+PROJECT+NUMBER+200%2800%29%29%2C+HAWAII+COUNTY%2C+HAWAII.&rft.title=SADDLE+ROAD+%28STATE+ROUTE+200%29%2C+MAMALAHOA+HIGHWAY+%28STATE+ROUTE+190%29+TO+MILEPOST+41+%28FHWA+PROJECT+NUMBER+200%2800%29%29%2C+HAWAII+COUNTY%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: November 9, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Effects of Class C Fly Ash and Lignosulfonated Admixtures on Hydration T2 - 2009 ACI Conference on Material Science Modeling AN - 42520563; 5450208 JF - 2009 ACI Conference on Material Science Modeling AU - Naranjo, Andy Y1 - 2009/11/08/ PY - 2009 DA - 2009 Nov 08 KW - Fly ash KW - Hydration KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42520563?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+ACI+Conference+on+Material+Science+Modeling&rft.atitle=Effects+of+Class+C+Fly+Ash+and+Lignosulfonated+Admixtures+on+Hydration&rft.au=Naranjo%2C+Andy&rft.aulast=Naranjo&rft.aufirst=Andy&rft.date=2009-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+ACI+Conference+on+Material+Science+Modeling&rft.issn=&rft_id=info:doi/ L2 - http://www.concrete.org/Convention/fall-Convention/images/New%20Orlean s/NO-ProgramBook.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-04-06 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Prescription for Spicy HPC in Louisiana Projects T2 - 2009 ACI Conference on Material Science Modeling AN - 42516706; 5450041 JF - 2009 ACI Conference on Material Science Modeling AU - Fossier, Paul Y1 - 2009/11/08/ PY - 2009 DA - 2009 Nov 08 KW - USA, Louisiana KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42516706?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+ACI+Conference+on+Material+Science+Modeling&rft.atitle=Prescription+for+Spicy+HPC+in+Louisiana+Projects&rft.au=Fossier%2C+Paul&rft.aulast=Fossier&rft.aufirst=Paul&rft.date=2009-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+ACI+Conference+on+Material+Science+Modeling&rft.issn=&rft_id=info:doi/ L2 - http://www.concrete.org/Convention/fall-Convention/images/New%20Orlean s/NO-ProgramBook.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-04-06 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - SOUTHERN CONNECTOR/CHAMPLAIN PARKWAY PROJECT MEGC-M 5000(1), BURLINGTON, CHITTENDEN COUNTY, VERMONT (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JULY 1979). [Part 1 of 1] T2 - SOUTHERN CONNECTOR/CHAMPLAIN PARKWAY PROJECT MEGC-M 5000(1), BURLINGTON, CHITTENDEN COUNTY, VERMONT (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JULY 1979). AN - 873126498; 14040-6_0001 AB - PURPOSE: Construction on portions of the previously approved Burlington Southern Connector/Champlain Parkway Project, located in the city of Burlington in northwest Vermont, is proposed. The approved proposal would provide for the construction of approximately 2.3 miles of highway commencing at the interchange of Interstate 189 with Shelburne Street (US Route 7) and extending westward and northward to the intersection of Battery and Main streets in the Burlington Center City District (CCD). A portion of the selected alternative (the C-1 alignment) has already been constructed; however, a hazardous waste Superfund site, known as the Pine Street Barge Canal Site, was discovered following the release of the final EIS of July 1979. One portion of the selected alternative (the C-8 alignment) traverses the site and the construction project cannot be completed until a remediation strategy for the site has been approved. A draft supplement to the final EIS was prepared in 1984 but was never finalized because no agreement could be reached on the realignment of the highway. A February 1997 final supplement to the final EIS considered the construction of the C-6 alignment which would include a 1.0-mile roadway improvement circumventing the hazardous waste site to the east; roughly 0.3 miles would be on new location and 0.9 miles constructed within existing rights-of-way. Five variations of the C-6 alignment, as well as a No-Build Alternative, were considered in the1997 final supplement. The alignment was planned as a four-lane facility. This additional final supplement considers a 1.9-mile, two-lane roadway improvement circumventing the Superfund site. This solution would incorporate sections C-2 and C-6. The C-2 section extends 0.7 mile on a new location alignment, while the C-6 section would utilize approximately 1.0 mile of existing city streets to provide access to the CCD. Two alternatives for completion of this facility and a No-Build Alternative are assessed in this final supplement. Estimated costs of the build alternatives are $19.0 million and $35.0 million. POSITIVE IMPACTS: The project would improve access from the vicinity of the intersection of I-189 and US Route 7 to the Burlington CCD and the downtown waterfront area. In addition, the project would improve circulation, alleviate capacity overburdens, and improve safety on local streets in the study area. The decision to provide a two-lane facility, as opposed to four-lane facility as proposed earlier, would enhance the safety of pedestrian movements in the CCD. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 0.69 to 0.78 acres of wetlands and either alternative would traverse one creek. Each of the variations of the C-6 alignment would require changes or modifications to rail operations on the Vermont Railway site; these changes would include the relocation of some track, storage tanks, and other facilities. Portions of the Pine Street Historic District would be adversely affected by the C-6 alignment under one alternative, which also requires additional archaeological survey work. Removal of contaminated materials would be necessary, but these activities would not appreciably increase project costs. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Uniform Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090336, Final Supplemental EIS--395 pages and maps (CD-ROM), Appendices--1,051 pages and maps, November 2, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-VT-EIS-77-02-FS KW - Archaeological Sites Surveys KW - Demography KW - Central Business Districts KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Wildlife Surveys KW - Vermont KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126498?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHERN+CONNECTOR%2FCHAMPLAIN+PARKWAY+PROJECT+MEGC-M+5000%281%29%2C+BURLINGTON%2C+CHITTENDEN+COUNTY%2C+VERMONT+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1979%29.&rft.title=SOUTHERN+CONNECTOR%2FCHAMPLAIN+PARKWAY+PROJECT+MEGC-M+5000%281%29%2C+BURLINGTON%2C+CHITTENDEN+COUNTY%2C+VERMONT+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1979%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montpelier, Vermont; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHERN CONNECTOR/CHAMPLAIN PARKWAY PROJECT MEGC-M 5000(1), BURLINGTON, CHITTENDEN COUNTY, VERMONT (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JULY 1979). AN - 36345722; 14040 AB - PURPOSE: Construction on portions of the previously approved Burlington Southern Connector/Champlain Parkway Project, located in the city of Burlington in northwest Vermont, is proposed. The approved proposal would provide for the construction of approximately 2.3 miles of highway commencing at the interchange of Interstate 189 with Shelburne Street (US Route 7) and extending westward and northward to the intersection of Battery and Main streets in the Burlington Center City District (CCD). A portion of the selected alternative (the C-1 alignment) has already been constructed; however, a hazardous waste Superfund site, known as the Pine Street Barge Canal Site, was discovered following the release of the final EIS of July 1979. One portion of the selected alternative (the C-8 alignment) traverses the site and the construction project cannot be completed until a remediation strategy for the site has been approved. A draft supplement to the final EIS was prepared in 1984 but was never finalized because no agreement could be reached on the realignment of the highway. A February 1997 final supplement to the final EIS considered the construction of the C-6 alignment which would include a 1.0-mile roadway improvement circumventing the hazardous waste site to the east; roughly 0.3 miles would be on new location and 0.9 miles constructed within existing rights-of-way. Five variations of the C-6 alignment, as well as a No-Build Alternative, were considered in the1997 final supplement. The alignment was planned as a four-lane facility. This additional final supplement considers a 1.9-mile, two-lane roadway improvement circumventing the Superfund site. This solution would incorporate sections C-2 and C-6. The C-2 section extends 0.7 mile on a new location alignment, while the C-6 section would utilize approximately 1.0 mile of existing city streets to provide access to the CCD. Two alternatives for completion of this facility and a No-Build Alternative are assessed in this final supplement. Estimated costs of the build alternatives are $19.0 million and $35.0 million. POSITIVE IMPACTS: The project would improve access from the vicinity of the intersection of I-189 and US Route 7 to the Burlington CCD and the downtown waterfront area. In addition, the project would improve circulation, alleviate capacity overburdens, and improve safety on local streets in the study area. The decision to provide a two-lane facility, as opposed to four-lane facility as proposed earlier, would enhance the safety of pedestrian movements in the CCD. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 0.69 to 0.78 acres of wetlands and either alternative would traverse one creek. Each of the variations of the C-6 alignment would require changes or modifications to rail operations on the Vermont Railway site; these changes would include the relocation of some track, storage tanks, and other facilities. Portions of the Pine Street Historic District would be adversely affected by the C-6 alignment under one alternative, which also requires additional archaeological survey work. Removal of contaminated materials would be necessary, but these activities would not appreciably increase project costs. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Uniform Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090336, Final Supplemental EIS--395 pages and maps (CD-ROM), Appendices--1,051 pages and maps, November 2, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-VT-EIS-77-02-FS KW - Archaeological Sites Surveys KW - Demography KW - Central Business Districts KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Wildlife Surveys KW - Vermont KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345722?accountid=14244 L2 - http://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=2009-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHERN+CONNECTOR%2FCHAMPLAIN+PARKWAY+PROJECT+MEGC-M+5000%281%29%2C+BURLINGTON%2C+CHITTENDEN+COUNTY%2C+VERMONT+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1979%29.&rft.title=SOUTHERN+CONNECTOR%2FCHAMPLAIN+PARKWAY+PROJECT+MEGC-M+5000%281%29%2C+BURLINGTON%2C+CHITTENDEN+COUNTY%2C+VERMONT+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1979%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montpelier, Vermont; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: November 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Russian eruption warning systems for aviation AN - 921717553; 2012-023024 AB - More than 65 potentially active volcanoes on the Kamchatka Peninsula and the Kurile Islands pose a substantial threat to aircraft on the Northern Pacific (NOPAC), Russian Trans-East (RTE), and Pacific Organized Track System (PACOTS) air routes. The Kamchatka Volcanic Eruption Response Team (KVERT) monitors and reports on volcanic hazards to aviation for Kamchatka and the north Kuriles. KVERT scientists utilize real-time seismic data, daily satellite views of the region, real-time video, and pilot and field reports of activity to track and alert the aviation industry of hazardous activity. Most Kurile Island volcanoes are monitored by the Sakhalin Volcanic Eruption Response Team (SVERT) based in Yuzhno-Sakhalinsk. SVERT uses daily moderate resolution imaging spectroradiometer (MODIS) satellite images to look for volcanic activity along this 1,250-km chain of islands. Neither operation is staffed 24 h per day. In addition, the vast majority of Russian volcanoes are not monitored seismically in real-time. Other challenges include multiple time-zones and language differences that hamper communication among volcanologists and meteorologists in the US, Japan, and Russia who share the responsibility to issue official warnings. Rapid, consistent verification of explosive eruptions and determination of cloud heights remain significant technical challenges. Despite these difficulties, in more than a decade of frequent eruptive activity in Kamchatka and the northern Kuriles, no damaging encounters with volcanic ash from Russian eruptions have been recorded. Copyright 2009 Springer Science+Business Media B.V. JF - Natural Hazards AU - Neal, Christina AU - Girina, Olga AU - Senyukov, Sergey AU - Rybin, Alexander AU - Osiensky, Jeffrey AU - Izbekov, Pavel AU - Ferguson, Gail A2 - Prata, A. J. A2 - Tupper, A. Y1 - 2009/11// PY - 2009 DA - November 2009 SP - 245 EP - 262 PB - Springer, Dordrecht VL - 51 IS - 2 SN - 0921-030X, 0921-030X KW - Russian Pacific region KW - Sakhalin Russian Federation KW - volcanic rocks KW - Kamchatka Peninsula KW - geologic hazards KW - igneous rocks KW - Russian Federation KW - explosive eruptions KW - pyroclastics KW - Kuril Islands KW - volcanic risk KW - safety KW - Commonwealth of Independent States KW - warning systems KW - volcanism KW - eruptions KW - aircraft KW - natural hazards KW - volcanoes KW - volcanic ash KW - Asia KW - ash clouds KW - 24:Quaternary geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/921717553?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Natural+Hazards&rft.atitle=Russian+eruption+warning+systems+for+aviation&rft.au=Neal%2C+Christina%3BGirina%2C+Olga%3BSenyukov%2C+Sergey%3BRybin%2C+Alexander%3BOsiensky%2C+Jeffrey%3BIzbekov%2C+Pavel%3BFerguson%2C+Gail&rft.aulast=Neal&rft.aufirst=Christina&rft.date=2009-11-01&rft.volume=51&rft.issue=2&rft.spage=245&rft.isbn=&rft.btitle=&rft.title=Natural+Hazards&rft.issn=0921030X&rft_id=info:doi/10.1007%2Fs11069-009-9347-6 L2 - http://www.springerlink.com/(j0cav1mkaqwmj255qh105vjp)/app/home/journal.asp?referrer=parent&backto=linkingpublicationresults,1:102967,1 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by Springer Verlag, Berlin, Federal Republic of Germany N1 - Date revised - 2012-01-01 N1 - Number of references - 26 N1 - Document feature - illus. incl. sketch maps N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - aircraft; ash clouds; Asia; Commonwealth of Independent States; eruptions; explosive eruptions; geologic hazards; igneous rocks; Kamchatka Peninsula; Kuril Islands; natural hazards; pyroclastics; Russian Federation; Russian Pacific region; safety; Sakhalin Russian Federation; volcanic ash; volcanic risk; volcanic rocks; volcanism; volcanoes; warning systems DO - http://dx.doi.org/10.1007/s11069-009-9347-6 ER - TY - JOUR T1 - The United States national volcanic ash operations plan for aviation AN - 921716380; 2012-023026 AB - Volcanic-ash clouds are a known hazard to aviation, requiring that aircraft be warned away from ash-contaminated airspace. The exposure of aviation to potential hazards from volcanoes in the United States is significant. In support of existing interagency operations to detect and track volcanic-ash clouds, the United States has prepared a National Volcanic Ash Operations Plan for Aviation to strengthen the warning process in its airspace. The US National Plan documents the responsibilities, communication protocols, and prescribed hazard messages of the Federal Aviation Administration, National Oceanic and Atmospheric Administration, US Geological Survey, and Air Force Weather Agency. The plan introduces a new message format, a Volcano Observatory Notice for Aviation, to provide clear, concise information about volcanic activity, including precursory unrest, to air-traffic controllers (for use in Notices to Airmen) and other aviation users. The plan is online at http://www.ofcm.gov/p35-nvaopa/pdf/FCM-P35-2007-NVAOPA.pdf. While the plan provides general operational practices, it remains the responsibility of the federal agencies involved to implement the described procedures through orders, directives, etc. Since the plan mirrors global guidelines of the International Civil Aviation Organization, it also provides an example that could be adapted by other countries. Copyright 2008 Springer Science+Business Media B.V. JF - Natural Hazards AU - Albersheim, Steven AU - Guffanti, Marianne A2 - Prata, A. J. A2 - Tupper, A. Y1 - 2009/11// PY - 2009 DA - November 2009 SP - 275 EP - 285 PB - Springer, Dordrecht VL - 51 IS - 2 SN - 0921-030X, 0921-030X KW - United States KW - survey organizations KW - volcanic rocks KW - geologic hazards KW - U. S. Geological Survey KW - igneous rocks KW - government agencies KW - pyroclastics KW - organization KW - volcanic risk KW - safety KW - warning systems KW - planning KW - observatories KW - aircraft KW - NOAA KW - natural hazards KW - policy KW - Alaska KW - volcanic ash KW - ash clouds KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/921716380?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Natural+Hazards&rft.atitle=The+United+States+national+volcanic+ash+operations+plan+for+aviation&rft.au=Albersheim%2C+Steven%3BGuffanti%2C+Marianne&rft.aulast=Albersheim&rft.aufirst=Steven&rft.date=2009-11-01&rft.volume=51&rft.issue=2&rft.spage=275&rft.isbn=&rft.btitle=&rft.title=Natural+Hazards&rft.issn=0921030X&rft_id=info:doi/10.1007%2Fs11069-008-9247-1 L2 - http://www.springerlink.com/(j0cav1mkaqwmj255qh105vjp)/app/home/journal.asp?referrer=parent&backto=linkingpublicationresults,1:102967,1 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by Springer Verlag, Berlin, Federal Republic of Germany N1 - Date revised - 2012-01-01 N1 - Number of references - 14 N1 - Document feature - illus. incl. 4 tables N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - aircraft; Alaska; ash clouds; geologic hazards; government agencies; igneous rocks; natural hazards; NOAA; observatories; organization; planning; policy; pyroclastics; safety; survey organizations; U. S. Geological Survey; United States; volcanic ash; volcanic risk; volcanic rocks; warning systems DO - http://dx.doi.org/10.1007/s11069-008-9247-1 ER - TY - JOUR T1 - Simulated safety performance of rear-end and angled vehicle interactions at isolated intersections AN - 21272914; 11827934 AB - This paper applies a calibrated microscopic simulation model to assess the safety implications of signalization at a stop-controlled isolated intersection. Safety performance is measured in terms of a crash potential index (CPI) that makes use of time-specific vehicle parameters, such as deceleration rates, spacing, and speed profiles. Four performance measures are obtained: (i) average CPI/vehicle, (ii) CPI 85th percentile, (iii) number of vehicles with CPI > 0 (defined as interacting), and (iv) number of conflicts (defined in terms of a given CPI threshold). Two types of interactions are considered, namely rear end and angled. For rear-end interactions, CPI/vehicle was found to be significantly higher following the introduction of fixed signal controls. For angled interactions, CPI/vehicle was found to decrease with signalization. For both types of interactions, the CPI 85th percentile was found to decrease nonlinearly with signalization, especially for higher assumed volumes on the major approach. Rear-end vehicle interactions increased significantly following signalization and with increasing volume, whereas no such increase was observed for angled interactions. The key observation is that the number of vehicles subject to angled interactions was found to decrease after signalization. resumes plus eleves dans l'approche majeure. Les interactions entre vehicules par l'arriere ont augmente considerablement apres la mise en place de la signalisation et avec un volume de trafic superieur; cette augmentation n'a pas ete observee pour les interactions a angle. L'observation principale est que le nombre de vehicules sujets a des interactions a angle a diminue apres la mise en place de la signalisation. JF - Canadian Journal of Civil Engineering/Revue Canadienne de Genie Civil AU - Cunto, Flavio AU - Saccomanno, Frank F AD - Department of Transportation Engineering, Universidade Federal do Ceara, Campus do Pici S/N, Bloco 703, Departamento de Engenharia de Transportes - CT, CEP.: 60.455-760, Fortaleza, CE, Brazil., flaviocunto@det.ufc.br Y1 - 2009/11// PY - 2009 DA - Nov 2009 SP - 1794 EP - 1803 PB - NRC Research Press VL - 36 IS - 11 KW - intersections KW - Health & Safety Science Abstracts KW - conflicts KW - Accidents KW - safety engineering KW - Simulation KW - Traffic safety KW - H 4000:Food and Drugs UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21272914?accountid=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=Canadian+Journal+of+Civil+Engineering%2FRevue+Canadienne+de+Genie+Civil&rft.atitle=Simulated+safety+performance+of+rear-end+and+angled+vehicle+interactions+at+isolated+intersections&rft.au=Cunto%2C+Flavio%3BSaccomanno%2C+Frank+F&rft.aulast=Cunto&rft.aufirst=Flavio&rft.date=2009-11-01&rft.volume=36&rft.issue=11&rft.spage=1794&rft.isbn=&rft.btitle=&rft.title=Canadian+Journal+of+Civil+Engineering%2FRevue+Canadienne+de+Genie+Civil&rft.issn=1208-6029&rft_id=info:doi/10.1139%2FL09-092 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-02-01 N1 - Last updated - 2011-12-14 N1 - SubjectsTermNotLitGenreText - Traffic safety; safety engineering; conflicts; Accidents; Simulation DO - http://dx.doi.org/10.1139/L09-092 ER - TY - CPAPER T1 - FAA efforts to characterize and mitigate aircraft noise impacts T2 - 8th European Conference on Noise Control (Euronoise 2009) AN - 42117065; 5542616 JF - 8th European Conference on Noise Control (Euronoise 2009) AU - Girvin, Raquel Y1 - 2009/10/26/ PY - 2009 DA - 2009 Oct 26 KW - Aircraft noise KW - Aircraft KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42117065?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=8th+European+Conference+on+Noise+Control+%28Euronoise+2009%29&rft.atitle=FAA+efforts+to+characterize+and+mitigate+aircraft+noise+impacts&rft.au=Girvin%2C+Raquel&rft.aulast=Girvin&rft.aufirst=Raquel&rft.date=2009-10-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=8th+European+Conference+on+Noise+Control+%28Euronoise+2009%29&rft.issn=&rft_id=info:doi/ L2 - https://ioa.conference-services.net/programme.asp?conferenceID=1435 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-04-06 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. [Part 12 of 16] T2 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 756826892; 14070-090366_0012 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826892?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. [Part 8 of 16] T2 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 756826878; 14070-090366_0008 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826878?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. [Part 6 of 16] T2 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 756826872; 14070-090366_0006 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826872?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. [Part 15 of 16] T2 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 756826828; 14070-090366_0015 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826828?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. [Part 14 of 16] T2 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 756826818; 14070-090366_0014 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826818?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. [Part 1 of 16] T2 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 756826804; 14070-090366_0001 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826804?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. [Part 10 of 16] T2 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 756826675; 14070-090366_0010 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826675?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. [Part 13 of 16] T2 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 756826654; 14070-090366_0013 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826654?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. [Part 9 of 16] T2 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 756826638; 14070-090366_0009 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826638?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. [Part 2 of 16] T2 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 756826633; 14070-090366_0002 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826633?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. [Part 16 of 16] T2 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 756826478; 14070-090366_0016 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826478?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. [Part 5 of 16] T2 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 756826468; 14070-090366_0005 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826468?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. [Part 7 of 16] T2 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 756826458; 14070-090366_0007 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826458?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. [Part 11 of 16] T2 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 756826354; 14070-090366_0011 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826354?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. [Part 4 of 16] T2 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 756826343; 14070-090366_0004 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826343?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. [Part 3 of 16] T2 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 756826330; 14070-090366_0003 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826330?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 16388115; 14070 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into three build alternatives, which this final EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard, one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. The combined alternative package, which is the preferred alternative, would have fewer lanes than the other packages to reduce impacts and costs, while maximizing transportation benefits. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Package 1 and Package 2 would result in the displacement of 201 or 202 residences, and 138 to 135 businesses, while the combined alternative package would displace 65 residences and 24 businesses. Bulls alternatives would impact 25 to 33 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in the Adams segment. In addition, four trail crossings would be affected. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebbles meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under the build alternatives would exceed federal standards at 125 to126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090366, Final EIS--878 pages, Appendices--790 pages and maps, Responses to Comments--343 pages, Technical Reports and Addendums--CD-ROM, October 22, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16388115?accountid=14244 L2 - http://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=2009-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 63, OSAGE, MARIES, AND PHELPS COUNTIES, MISSOURI, SOUTH OF ROUTE 50 TO SOUTH OF MARIES/PHELPS COUNTY LINE, ROUTE 63 RELOCATION AND IMPROVEMENTS. [Part 1 of 1] T2 - ROUTE 63, OSAGE, MARIES, AND PHELPS COUNTIES, MISSOURI, SOUTH OF ROUTE 50 TO SOUTH OF MARIES/PHELPS COUNTY LINE, ROUTE 63 RELOCATION AND IMPROVEMENTS. AN - 756826623; 14063-090359_0001 AB - PURPOSE: The improvement and relocation of Route 63 from south of Route 50 to south of the Maries/Phelps county line in Osage, Maries, and Phelps counties, Missouri are proposed. Route 63 is a major north-south corridor through the middle of the state and carries commercial and personal traffic from Wisconsin to Louisiana. In Missouri, the two-lane and four-lane facility connects Kirksville, Macon, Moverly, Columbia, Jefferson City, Rolla, Houston, Cabool, Willow Springs, and West Plains. The highway also connects two major east-west interstate corridors, Interstate 70 (I-70) in Columbia and I-44 in Rolla. Route 63 carries an average of 6,000 vehicles per day with trucks comprising 16 percent of total traffic. Currently, the highway suffers from excessive congestion, particularly at peak travel times, and a poor safety record. The study corridor has been divided into I've sections, specifically, the Westphalia, South of Westphalia, Freeburg, Vienna, and Vichy sections. Three alternatives which would pass through all sections and a No Action Alternative are considered in this final EIS. The alternatives, including the preferred alternative, which would provide a four-lane, fully controlled access highway, are displayed entirely via maps. Cost of the preferred alternative is estimated at $187.5 million. POSITIVE IMPACTS: The preferred alternative would substantially improve local, regional, and interregional travel along Route 63 by separating local and through traffic and improving driving conditions on the facility. NEGATIVE IMPACTS: Development of 2,796 acres of new and 226 acres of existing rights-of-way under the preferred alternative would result in the displacement of 306 parcels of private land, 27 residences, 15 businesses, 1,432 acres of open farmland, and 1,475 acres of forested farmland. The project would encroach on 174.8 acres of floodplain and 30.3 acres of wetlands. The highway would traverse 70 streams, requiring 64,811 linear feet of channel realignment. Construction workers could encounter up to 11 hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090359, 205 pages and maps, October 19, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MO-FEIS-08-01 KW - Archaeological Sites KW - Creeks KW - Cultural Resources Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Historic Sites KW - Highways KW - Highway Structures KW - Noise Assessments KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Water Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826623?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+63%2C+OSAGE%2C+MARIES%2C+AND+PHELPS+COUNTIES%2C+MISSOURI%2C+SOUTH+OF+ROUTE+50+TO+SOUTH+OF+MARIES%2FPHELPS+COUNTY+LINE%2C+ROUTE+63+RELOCATION+AND+IMPROVEMENTS.&rft.title=ROUTE+63%2C+OSAGE%2C+MARIES%2C+AND+PHELPS+COUNTIES%2C+MISSOURI%2C+SOUTH+OF+ROUTE+50+TO+SOUTH+OF+MARIES%2FPHELPS+COUNTY+LINE%2C+ROUTE+63+RELOCATION+AND+IMPROVEMENTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Lowering TCE in Groundwater at a DOT site: Results from Air Sparging and Phytoremediation T2 - The 25th Annual International Conference on Soils, Sediments and Water AN - 42397380; 5388866 JF - The 25th Annual International Conference on Soils, Sediments and Water AU - O'Reilly, Mary AU - Graney, Joseph AU - Trudell, Ruth Y1 - 2009/10/19/ PY - 2009 DA - 2009 Oct 19 KW - Air sparging KW - Ground water KW - Phytoremediation KW - Trichloroethylene KW - Bioremediation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42397380?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=The+25th+Annual+International+Conference+on+Soils%2C+Sediments+and+Water&rft.atitle=Lowering+TCE+in+Groundwater+at+a+DOT+site%3A+Results+from+Air+Sparging+and+Phytoremediation&rft.au=O%27Reilly%2C+Mary%3BGraney%2C+Joseph%3BTrudell%2C+Ruth&rft.aulast=O%27Reilly&rft.aufirst=Mary&rft.date=2009-10-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=The+25th+Annual+International+Conference+on+Soils%2C+Sediments+and+Water&rft.issn=&rft_id=info:doi/ L2 - http://www.umasssoils.com/program2009.htm LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-04-06 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - ROUTE 63, OSAGE, MARIES, AND PHELPS COUNTIES, MISSOURI, SOUTH OF ROUTE 50 TO SOUTH OF MARIES/PHELPS COUNTY LINE, ROUTE 63 RELOCATION AND IMPROVEMENTS. AN - 36346834; 14063 AB - PURPOSE: The improvement and relocation of Route 63 from south of Route 50 to south of the Maries/Phelps county line in Osage, Maries, and Phelps counties, Missouri are proposed. Route 63 is a major north-south corridor through the middle of the state and carries commercial and personal traffic from Wisconsin to Louisiana. In Missouri, the two-lane and four-lane facility connects Kirksville, Macon, Moverly, Columbia, Jefferson City, Rolla, Houston, Cabool, Willow Springs, and West Plains. The highway also connects two major east-west interstate corridors, Interstate 70 (I-70) in Columbia and I-44 in Rolla. Route 63 carries an average of 6,000 vehicles per day with trucks comprising 16 percent of total traffic. Currently, the highway suffers from excessive congestion, particularly at peak travel times, and a poor safety record. The study corridor has been divided into I've sections, specifically, the Westphalia, South of Westphalia, Freeburg, Vienna, and Vichy sections. Three alternatives which would pass through all sections and a No Action Alternative are considered in this final EIS. The alternatives, including the preferred alternative, which would provide a four-lane, fully controlled access highway, are displayed entirely via maps. Cost of the preferred alternative is estimated at $187.5 million. POSITIVE IMPACTS: The preferred alternative would substantially improve local, regional, and interregional travel along Route 63 by separating local and through traffic and improving driving conditions on the facility. NEGATIVE IMPACTS: Development of 2,796 acres of new and 226 acres of existing rights-of-way under the preferred alternative would result in the displacement of 306 parcels of private land, 27 residences, 15 businesses, 1,432 acres of open farmland, and 1,475 acres of forested farmland. The project would encroach on 174.8 acres of floodplain and 30.3 acres of wetlands. The highway would traverse 70 streams, requiring 64,811 linear feet of channel realignment. Construction workers could encounter up to 11 hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090359, 205 pages and maps, October 19, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-MO-FEIS-08-01 KW - Archaeological Sites KW - Creeks KW - Cultural Resources Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Historic Sites KW - Highways KW - Highway Structures KW - Noise Assessments KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Water Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346834?accountid=14244 L2 - http://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=2009-10-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+63%2C+OSAGE%2C+MARIES%2C+AND+PHELPS+COUNTIES%2C+MISSOURI%2C+SOUTH+OF+ROUTE+50+TO+SOUTH+OF+MARIES%2FPHELPS+COUNTY+LINE%2C+ROUTE+63+RELOCATION+AND+IMPROVEMENTS.&rft.title=ROUTE+63%2C+OSAGE%2C+MARIES%2C+AND+PHELPS+COUNTIES%2C+MISSOURI%2C+SOUTH+OF+ROUTE+50+TO+SOUTH+OF+MARIES%2FPHELPS+COUNTY+LINE%2C+ROUTE+63+RELOCATION+AND+IMPROVEMENTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: October 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Application of Light Detection and Ranging (Lidar) Technology to Oregon Highways T2 - 2009 Annual Meeting of the Geology Society of America AN - 42169775; 5550288 JF - 2009 Annual Meeting of the Geology Society of America AU - Schick, James Y1 - 2009/10/18/ PY - 2009 DA - 2009 Oct 18 KW - Lidar KW - Highways KW - Technology KW - Light effects KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42169775?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+Annual+Meeting+of+the+Geology+Society+of+America&rft.atitle=Application+of+Light+Detection+and+Ranging+%28Lidar%29+Technology+to+Oregon+Highways&rft.au=Schick%2C+James&rft.aulast=Schick&rft.aufirst=James&rft.date=2009-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+Annual+Meeting+of+the+Geology+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - http://gsa.confex.com/gsa/2009AM/finalprogram/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-04-06 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Unstable Slope Management for Oregon Highways: Using Cost-Based Risk Assessment in Conjunction with Site Characteristics to Manage Landslide and Rockfall Effects on the Transportation System T2 - 2009 Annual Meeting of the Geology Society of America AN - 42135527; 5547971 JF - 2009 Annual Meeting of the Geology Society of America AU - Mohney, Curran Y1 - 2009/10/18/ PY - 2009 DA - 2009 Oct 18 KW - USA, Oregon KW - Landslides KW - Risk assessment KW - Transportation KW - Highways KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42135527?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+Annual+Meeting+of+the+Geology+Society+of+America&rft.atitle=Unstable+Slope+Management+for+Oregon+Highways%3A+Using+Cost-Based+Risk+Assessment+in+Conjunction+with+Site+Characteristics+to+Manage+Landslide+and+Rockfall+Effects+on+the+Transportation+System&rft.au=Mohney%2C+Curran&rft.aulast=Mohney&rft.aufirst=Curran&rft.date=2009-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+Annual+Meeting+of+the+Geology+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - http://gsa.confex.com/gsa/2009AM/finalprogram/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-04-06 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Streambanks and River Dynamics on the North Fork Nooksack River, Washington T2 - 2009 Annual Meeting of the Geology Society of America AN - 42129888; 5549784 JF - 2009 Annual Meeting of the Geology Society of America AU - Jackson, Garrett Y1 - 2009/10/18/ PY - 2009 DA - 2009 Oct 18 KW - USA, Washington KW - USA, Florida, New Estuary, North Fork KW - Streams KW - Rivers KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42129888?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+Annual+Meeting+of+the+Geology+Society+of+America&rft.atitle=Streambanks+and+River+Dynamics+on+the+North+Fork+Nooksack+River%2C+Washington&rft.au=Jackson%2C+Garrett&rft.aulast=Jackson&rft.aufirst=Garrett&rft.date=2009-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+Annual+Meeting+of+the+Geology+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - http://gsa.confex.com/gsa/2009AM/finalprogram/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-04-06 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - ELIZABETH BRADY ROAD EXTENSION, ORANGE COUNTY, NORTH CAROLINA. [Part 1 of 1] T2 - ELIZABETH BRADY ROAD EXTENSION, ORANGE COUNTY, NORTH CAROLINA. AN - 756826664; 14056-090352_0001 AB - PURPOSE: The widening and extension of Elizabeth Brady Road (SR 1879), from the intersection of NC 86 with US 70 Business to north of the US 70 Bypass at the intersection of St. Mary's Road (SR 1002), Orange County, North Carolina are proposed. Elizabeth Brady Road is a 24-foot-wide, two-lane road in the town of Hillsborough in the central Piedmont region at the western edge of the greater Raleigh-Durham-Chapel Hill metropolitan area. Traffic through the central business district of Hillsborough along Churlton Street operates under congested conditions due to the limited lane capacity, lack of turn lanes, close spacing of traffic signals, and presence of on-street parking. The Churlton Street intersection delay at Margaret Lane and King Street is projected to increase by over 700 percent compared to 2005 conditions, and delay at Tryon Road is projected to increase by over 4,000 percent. Four alternatives, including a No Build alternative which would forego improvements except routine maintenance, are evaluated in this draft EIS. Alternative 3 is the alignment defined in the State Transportation Improvement Program (STIP) and would widen existing Elizabeth Brady Road from a two-lane to a four-lane divided road, and extend the road across the Eno River intersecting with US 70 Bypass at St. Mary's Road. It would pass through the Occoneechee Speedway, a National Register of Historic Places listed site. Alternative 4 would construct a four-lane divided road on a new alignment east of existing Elizabeth Brady Road which would cross the Eno River and turn west to intersect US 70 Bypass in approximately the same location as Alternative 3. Under Alternative 6, the river crossing and the speedway would both be avoided by constructing a four-lane divided road east of the existing Elizabeth Brady Road intersection with US 70 Business that would run northeast to intersect US 70 Bypass east of the existing bridge over the Eno River. All proposed road cross-sections would accommodate bicycle traffic. POSITIVE IMPACTS: The proposed action would reduce congestion on Churlton Street in the central business district, both in terms of traffic delay at intersections and travel time for the peak period and peak direction. NEGATIVE IMPACTS: Alternative 4 would result in 11 residential relocations, while Alternative 3 would relocate four residences and Alternative 6 would relocate one. Alternatives 3, 4 and 6 would result in noise impacts at nine, seven, and six receptors, respectively. Alternative 3 would adversely affect historic resources including Occoneechee Speedway and Ayr Mount. The proposed project could impact the dwarf wedge mussel. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090352, 272 pages and maps, October 8, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-01-D KW - Bridges KW - Central Business Districts KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Traffic Control KW - Transportation KW - Eno River KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826664?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-10-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELIZABETH+BRADY+ROAD+EXTENSION%2C+ORANGE+COUNTY%2C+NORTH+CAROLINA.&rft.title=ELIZABETH+BRADY+ROAD+EXTENSION%2C+ORANGE+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: October 8, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELIZABETH BRADY ROAD EXTENSION, ORANGE COUNTY, NORTH CAROLINA. AN - 36347748; 14056 AB - PURPOSE: The widening and extension of Elizabeth Brady Road (SR 1879), from the intersection of NC 86 with US 70 Business to north of the US 70 Bypass at the intersection of St. Mary's Road (SR 1002), Orange County, North Carolina are proposed. Elizabeth Brady Road is a 24-foot-wide, two-lane road in the town of Hillsborough in the central Piedmont region at the western edge of the greater Raleigh-Durham-Chapel Hill metropolitan area. Traffic through the central business district of Hillsborough along Churlton Street operates under congested conditions due to the limited lane capacity, lack of turn lanes, close spacing of traffic signals, and presence of on-street parking. The Churlton Street intersection delay at Margaret Lane and King Street is projected to increase by over 700 percent compared to 2005 conditions, and delay at Tryon Road is projected to increase by over 4,000 percent. Four alternatives, including a No Build alternative which would forego improvements except routine maintenance, are evaluated in this draft EIS. Alternative 3 is the alignment defined in the State Transportation Improvement Program (STIP) and would widen existing Elizabeth Brady Road from a two-lane to a four-lane divided road, and extend the road across the Eno River intersecting with US 70 Bypass at St. Mary's Road. It would pass through the Occoneechee Speedway, a National Register of Historic Places listed site. Alternative 4 would construct a four-lane divided road on a new alignment east of existing Elizabeth Brady Road which would cross the Eno River and turn west to intersect US 70 Bypass in approximately the same location as Alternative 3. Under Alternative 6, the river crossing and the speedway would both be avoided by constructing a four-lane divided road east of the existing Elizabeth Brady Road intersection with US 70 Business that would run northeast to intersect US 70 Bypass east of the existing bridge over the Eno River. All proposed road cross-sections would accommodate bicycle traffic. POSITIVE IMPACTS: The proposed action would reduce congestion on Churlton Street in the central business district, both in terms of traffic delay at intersections and travel time for the peak period and peak direction. NEGATIVE IMPACTS: Alternative 4 would result in 11 residential relocations, while Alternative 3 would relocate four residences and Alternative 6 would relocate one. Alternatives 3, 4 and 6 would result in noise impacts at nine, seven, and six receptors, respectively. Alternative 3 would adversely affect historic resources including Occoneechee Speedway and Ayr Mount. The proposed project could impact the dwarf wedge mussel. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090352, 272 pages and maps, October 8, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-01-D KW - Bridges KW - Central Business Districts KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Traffic Control KW - Transportation KW - Eno River KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347748?accountid=14244 L2 - http://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=2009-10-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELIZABETH+BRADY+ROAD+EXTENSION%2C+ORANGE+COUNTY%2C+NORTH+CAROLINA.&rft.title=ELIZABETH+BRADY+ROAD+EXTENSION%2C+ORANGE+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: October 8, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Traveler Information in the State of Missouri (I) T2 - 12th International IEEE Conference on Intelligent Transportation Systems AN - 42468534; 5427468 JF - 12th International IEEE Conference on Intelligent Transportation Systems AU - Wilbers, Melissa Y1 - 2009/10/03/ PY - 2009 DA - 2009 Oct 03 KW - USA, Missouri KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42468534?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=12th+International+IEEE+Conference+on+Intelligent+Transportation+Systems&rft.atitle=Traveler+Information+in+the+State+of+Missouri+%28I%29&rft.au=Wilbers%2C+Melissa&rft.aulast=Wilbers&rft.aufirst=Melissa&rft.date=2009-10-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=12th+International+IEEE+Conference+on+Intelligent+Transportation+Systems&rft.issn=&rft_id=info:doi/ L2 - https://its.papercept.net/conferences/conferences/ITSC09/program/ITSC0 9_ContentListWeb_1.html LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-04-06 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - New Chemical Analysis Data from the Sioux Quartzite of Pipestone, Minnesota-Implications for Study of the Fluvial Origins of the Proterozoic Sioux Quartzite, Geology of Road Aggregate, and Future Cooperative Studies T2 - 2009 American Institute of Professional Geologists Annual Meeting AN - 42400276; 5388993 JF - 2009 American Institute of Professional Geologists Annual Meeting AU - Davis, George Y1 - 2009/10/03/ PY - 2009 DA - 2009 Oct 03 KW - Chemical analysis KW - Geology KW - Cooperatives KW - Data processing KW - Quartzite KW - Precambrian KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42400276?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+American+Institute+of+Professional+Geologists+Annual+Meeting&rft.atitle=New+Chemical+Analysis+Data+from+the+Sioux+Quartzite+of+Pipestone%2C+Minnesota-Implications+for+Study+of+the+Fluvial+Origins+of+the+Proterozoic+Sioux+Quartzite%2C+Geology+of+Road+Aggregate%2C+and+Future+Cooperative+Studies&rft.au=Davis%2C+George&rft.aulast=Davis&rft.aufirst=George&rft.date=2009-10-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+American+Institute+of+Professional+Geologists+Annual+Meeting&rft.issn=&rft_id=info:doi/ L2 - http://www.aipg.org/2009/Tentative%20Program%20Grand%20Junction.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-04-06 N1 - Last updated - 2010-05-03 ER - TY - JOUR T1 - Application of light detection and ranging (lidar) technology to Oregon highways AN - 881450820; 2011-062080 AB - Light Detection and Ranging (LiDAR) coverage is expanding rapidly in Oregon. LiDAR acquisition is managed by the Oregon Department of Geology and Mineral Industries (DOGAMI) and funded through the Oregon LiDAR Consortium (OLC). The OLC consists of numerous federal, state, and local agencies as well as Tribal governments and other nongovernmental organizations. The Oregon Department of Transportation is a significant contributor to the OLC, and a beneficiary of the combined effort by applying the data to the state's highways in numerous ways. Applications include terrain analysis to identify drainage patterns, culvert locations, wall dimensions, embankment and cut limits, unstable slopes, and wetlands. LiDAR datasets are typically analyzed for geologic/geomorphic analysis using ArcGIS where hillshade images and topographic contour maps created from the bare-earth data. LIDAR data can also be imported directly into common engineering software. Preliminary engineering efforts to assess the viability of projects such as realignment and widening alternatives can be completed in a timely fashion as preliminary-phase survey information is readily available. Significant savings can be realized by focusing final design ground surveys to the selected alternative. LIDAR is currently being extensively utilized as part of ODOT's Unstable Slopes program. This asset management program is identifying all known landslide and rockfall areas impacting the state highway system. Tremendous time savings are now being realized because field-generated sections can now be generated in GIS using the LIDAR data. Conservative estimates indicate the initial data collection can be accelerated by up to 3-5 years. As part of the Unstable Slopes program, ODOT is also mapping landslides currently crossed by state highways but not necessarily impacting the roadway. The advent of LiIDAR makes the identification of landslides previously masked by Oregon's heavy vegetation coverage much easier. This information will assist ODOT planners and designers with early notification of potential landslide hazards. This is critical to minimizing the impact of unstable slopes on a project and providing the time necessary to appropriately address the hazard. JF - Abstracts with Programs - Geological Society of America AU - Schick, James AU - Anonymous Y1 - 2009/10// PY - 2009 DA - October 2009 SP - 677 PB - Geological Society of America (GSA), Boulder, CO VL - 41 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - technology KW - laser methods KW - geophysical surveys KW - landform description KW - radar methods KW - Oregon KW - detection KW - lidar methods KW - surveys KW - applications KW - geomorphology KW - roads KW - remote sensing KW - 23:Geomorphology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/881450820?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Application+of+light+detection+and+ranging+%28lidar%29+technology+to+Oregon+highways&rft.au=Schick%2C+James%3BAnonymous&rft.aulast=Schick&rft.aufirst=James&rft.date=2009-10-01&rft.volume=41&rft.issue=7&rft.spage=677&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2009 annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2011-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - applications; detection; geomorphology; geophysical surveys; landform description; laser methods; lidar methods; Oregon; radar methods; remote sensing; roads; surveys; technology; United States ER - TY - JOUR T1 - Naturally occurring hazardous materials in Oregon AN - 877850819; 2011-057927 AB - The Oregon Department of Transportation (ODOT) and the Oregon Department of Geology and Mineral Industries (DOGAMI) are currently teaming on research to characterize the presence of Naturally Occurring Hazardous Materials (NOHM) in Oregon. NOHM's in Oregon include: asbestos, trace essential and non-essential elements such as arsenic, mercury, other metals, and radioactive minerals. This study employs currently available geologic and geochemical spatial databases at DOGAMI along with published/unpublished information to locate NOHM sites or infer their presence in geologic units. With computer-aided mapping, it is anticipated that implementation of the research findings will provide the necessary information so ODOT personnel can determine 1) where NOHMs are located in the state and their relationship to state highway right-of-way including material sources, staging areas, disposal sites, and stockpile sites, and 2) what are the NOHMs that could pose environmental and health concerns related to ODOT's geologic investigations and environmental assessment of projects and its potential pollution liability. JF - Abstracts with Programs - Geological Society of America AU - Niewendorp, Clark A AU - Ferns, Mark L AU - McClaughry, Jason D AU - Brooks, David E AU - Mabey, Matthew A AU - Anonymous Y1 - 2009/10// PY - 2009 DA - October 2009 SP - 593 EP - 594 PB - Geological Society of America (GSA), Boulder, CO VL - 41 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - silicates KW - asbestos KW - radioactive materials KW - pollutants KW - arsenic KW - pollution KW - Oregon KW - toxicity KW - metals KW - natural hazards KW - public health KW - mercury KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/877850819?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Naturally+occurring+hazardous+materials+in+Oregon&rft.au=Niewendorp%2C+Clark+A%3BFerns%2C+Mark+L%3BMcClaughry%2C+Jason+D%3BBrooks%2C+David+E%3BMabey%2C+Matthew+A%3BAnonymous&rft.aulast=Niewendorp&rft.aufirst=Clark&rft.date=2009-10-01&rft.volume=41&rft.issue=7&rft.spage=593&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2009 annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2011-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - arsenic; asbestos; mercury; metals; natural hazards; Oregon; pollutants; pollution; public health; radioactive materials; silicates; toxicity; United States ER - TY - JOUR T1 - Streambanks and river dynamics on the north fork Nooksack River, Washington AN - 877846628; 2011-057828 AB - The North Fork Nooksack River (NFNR) provides an interesting and instructive example of the coupling of streambank and floodplain processes. The NFNR originates on glaciated mountains of the North Cascades. There is a naturally high sediment load, and many reaches of the river are braided. The Washington Department of Transportation (WSDOT) initiated an analysis of the river and streambanks along a reach where portions of a state highway are threatened by erosion. The project reach included a braided channel with a 20 m high bluff (Warnick Bluff) on the right bank. Warnick Bluff is cut into alluvial fan and floodplain deposits, and extends for approximately 600 m. Three "subreaches" were delineated, including the upper subreach, which is very strongly influenced by the alluvial fan and the landslide, the middle reach, a short and narrow section between the tributary fan and the landslide; and the lower subreach, which is long, wide, and very shallow. The river in this reach is affected not only by a major late Holocene landslide, but also by the high sediment load of tributary streams. The complex interplay between streambank and alluvial fan influence the morphology of the river itself, which in turn affects the streambanks. In addition, loss of root strength along the streambanks, due to timber harvest, may also be a contributing factor in channel instability. Efforts to stabilize portions of the streambanks are underway. A series of structures has been installed along the base of Warnick Bluff in order to deflect the thalweg away from the toe of the slope. Monitoring of the logs and the channel cross-section is ongoing. Given the numerous sediment sources, several questions concern management of the highway corridor. Have thresholds of streambank stability been crossed? If so, what structures might be used to stabilize the channel and banks? JF - Abstracts with Programs - Geological Society of America AU - Jackson, Garrett W AU - Anonymous Y1 - 2009/10// PY - 2009 DA - October 2009 SP - 576 PB - Geological Society of America (GSA), Boulder, CO VL - 41 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - Washington KW - Quaternary KW - loading KW - biogenic structures KW - channels KW - rivers KW - Holocene KW - Cenozoic KW - landslides KW - mass movements KW - fluvial features KW - streams KW - geomorphology KW - sedimentary structures KW - Nooksack River KW - banks KW - 23:Geomorphology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/877846628?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Streambanks+and+river+dynamics+on+the+north+fork+Nooksack+River%2C+Washington&rft.au=Jackson%2C+Garrett+W%3BAnonymous&rft.aulast=Jackson&rft.aufirst=Garrett&rft.date=2009-10-01&rft.volume=41&rft.issue=7&rft.spage=576&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2009 annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2011-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - banks; biogenic structures; Cenozoic; channels; fluvial features; geomorphology; Holocene; landslides; loading; mass movements; Nooksack River; Quaternary; rivers; sedimentary structures; streams; United States; Washington ER - TY - JOUR T1 - Tree boles revealed in Pacific Northwest landslide deposits provide tree-ring record for period prior to deglaciation AN - 877843953; 2011-060153 AB - The discovery of multiple large tree boles in landslide deposits dated prior to the full-glacial provides a new source for paleo-climatic reconstructions from the northwestern coast of North America. Realignment of US Highway 20 between Corvallis, OR, through the Oregon Coast Range and onto Newport, OR has uncovered significant organic deposits at depth that include the boles of large trees. To date, five large trees have been recovered from a single road-cut with the largest individual about 48 degrees in diameter. Radiocarbon dates on subsurface organic material from the overall project area range from 17,850 + or - 100 to >46,400 (radiocarbon dates B.P.). The deposit containing the recovered trees dates to >40,000 radiocarbon years B.P on wood recovered during initial geotechnical drilling. The sedimentary deposits are interpreted as paleo-translational landslides involving the Tyee Formation. Preservation of the wood material and associated macrofossils is excellent because of clay sediments that encased the material and halted decomposition. Analysis of the first recovered bole (tentatively identified as Western Red Cedar; Thuja plicata) shows excellent preservation of late-wood rings but the early wood is composed primarily of ghost trachieds. Yet, ring counts from a portion of this bole, a four inch block of outer rings, contained between 120 to 130 rings of annual growth with good sensitivity for climate reconstruction. The additional recovered boles are tentatively identified as Douglas-fir (Pseudotsuga menziesii) and are larger in diameter than the recovered Western Red Cedar tree. One of the Douglas-fir boles was discovered with remnants of the primary root structure still attached. In addition to paleobotanical and paleoclimatic information, the large amount of wood available will be used for radioisotope and stable isotope studies. Excavation continues through the summer of 2009 and again during the summer of 2010 with the potential of additional buried deposits being uncovered. JF - Abstracts with Programs - Geological Society of America AU - Van de Water, Peter K AU - Leavitt, Steven W AU - Jull, A J T AU - Squire, Joe AU - Testa, Nick AU - Anonymous Y1 - 2009/10// PY - 2009 DA - October 2009 SP - 639 PB - Geological Society of America (GSA), Boulder, CO VL - 41 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - Thuja plicata KW - Quaternary KW - isotopes KW - deglaciation KW - Cenozoic KW - Oregon KW - radioactive isotopes KW - geochronology KW - tree rings KW - dates KW - carbon KW - absolute age KW - Pseudotsuga menziesii KW - C-14 KW - 24:Quaternary geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/877843953?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Tree+boles+revealed+in+Pacific+Northwest+landslide+deposits+provide+tree-ring+record+for+period+prior+to+deglaciation&rft.au=Van+de+Water%2C+Peter+K%3BLeavitt%2C+Steven+W%3BJull%2C+A+J+T%3BSquire%2C+Joe%3BTesta%2C+Nick%3BAnonymous&rft.aulast=Van+de+Water&rft.aufirst=Peter&rft.date=2009-10-01&rft.volume=41&rft.issue=7&rft.spage=639&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2009 annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2011-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - absolute age; C-14; carbon; Cenozoic; dates; deglaciation; geochronology; isotopes; Oregon; Pseudotsuga menziesii; Quaternary; radioactive isotopes; Thuja plicata; tree rings; United States ER - TY - JOUR T1 - Contributing factors for the mitigation of landslide-type hazards along Oregon Department of Transportation highway corridors AN - 861984912; 2011-035391 AB - The Oregon Department of Transportation (ODOT) is responsible for maintaining a highway system that traverses dynamic topography and complex geology. Consequently, ODOT's highways are subject to geologic hazard related damage every year that results in road closures and substantial repair costs. Maintaining the highway system requires not only awareness of the geologic hazards but also familiarity with the non-geologic limitations of the transportation corridors. Determining the appropriate mitigation to repair a landslide, rockfall or retaining wall failure is often governed by environmental issues, right of way, utility, roadway, and mobility limitations. In addition, engineering geology and geotechnical engineering within a transportation corridor demand the understanding of schedule, access, and constructability issues which typically drive the repair design. During November 2008, a rockfall on US30, west of Clatskanie, Oregon, resulted in over five weeks of lane closures while ODOT engineering geologists worked with ODOT Maintenance and a rock scaling contractor to remove remaining loose rock and vegetation from the slope. Because US30 is a primary mobility and emergency route between US101 along the Oregon Coast and I-5, scaling efforts were conducted during 20-minute road closures and consequently lasted over one month and cost nearly $100,000 in emergency contracting. For rock fall mitigation along major transportation routes, mobility considerations which limit the duration of lane closures will drive the schedule and cost of operations. For the public transportation system, maintaining safe mobility is a top priority. To begin evaluation and design, ODOT engineering geologists and geotechnical engineers coordinate internally with environmental, utility and right of way specialists, as well as roadway and traffic engineers. Simultaneously, the engineering geologist and geotechnical engineer must begin developing a preliminary design, to include a subsurface exploration program when appropriate, in order to complete a fast-track repair that reduces the risk to travelers. In most cases it is also necessary to provide ODOT Maintenance with recommendations for temporary mitigation measures to ensure that the traveling public is protected prior to the final repair. JF - Abstracts with Programs - Geological Society of America AU - Hay, Stephen P AU - Peltz, Tova R AU - Anonymous Y1 - 2009/10// PY - 2009 DA - October 2009 SP - 497 PB - Geological Society of America (GSA), Boulder, CO VL - 41 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - Oregon KW - landslides KW - mitigation KW - geologic hazards KW - mass movements KW - natural hazards KW - risk assessment KW - cost KW - roads KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/861984912?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Contributing+factors+for+the+mitigation+of+landslide-type+hazards+along+Oregon+Department+of+Transportation+highway+corridors&rft.au=Hay%2C+Stephen+P%3BPeltz%2C+Tova+R%3BAnonymous&rft.aulast=Hay&rft.aufirst=Stephen&rft.date=2009-10-01&rft.volume=41&rft.issue=7&rft.spage=497&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2009 annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2011-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - cost; geologic hazards; landslides; mass movements; mitigation; natural hazards; Oregon; risk assessment; roads; United States ER - TY - JOUR T1 - Giant paleo-landslides of the Tyee Formation near Eddyville, Oregon Coast Range; complex history from lidar and radiocarbon testing AN - 859729424; 2011-031741 AB - Giant paleo-landslides have been uncovered at the US Highway 20 construction project between Corvallis and Newport, Oregon, in the turbidite beds of the Tyee Formation. Geotechnical models for landslide stability analysis have been developed based on the design geotechnical investigations, plus additional investigations to supplement landslide specific data, including: subsurface explorations, geotechnical instrument monitoring, construction outcrops, radiocarbon testing, and geomorphology revealed by Light detection and ranging (LIDAR). The process of predicting the landslide boundaries (head scarps, toes, lateral and basal shear zones) for the stability analysis models has revealed details of their geologic history. The oldest slides are not readily visible; most of their boundaries have been removed or masked by surficial processes. They appear to have been giant translational-block slides controlled by bedding planes, high-angle fault zones and paleo-topography. Current erosion has been significant enough to divide some of the giants into multiple landslides, and the landforms also reflect multiple episodes of sliding. Trees buried by one slide, identified as Eddy Creek Tributary C&D, were excavated from a road cut and radiocarbon tested at >46,600 yr B.P.. The landforms at that location reflect multiple episodes of sliding, which is also indicated by radiocarbon tested 40,920-570 yr B.P. organic sediment buried within the same slide. Portions of the giant Tributary C&D slide continued to move during late Pleistocene as smaller block slides and earthflows, also evidenced with radiocarbon tests of wood from other excavations at 29,820-100 and 17,850-100 yr B.P. Local Holocene movement has also occurred in the giant slide areas. An exploratory drill hole cored organic sediment near the bottom of an over 5,000-foot long paleo-earthflow, identified as Eddy Creek Tributary A&B, that tested at 36,850-380 yr B.P.. Erosion since has incised 60- to 70-foot deep ravines on both lateral margins of the earthflow. These giant paleo-landslides are part of a complex geologic history of evolving landslide terrain that covers vast areas of the Oregon Coast Range. On-going studies by others should reveal more. JF - Abstracts with Programs - Geological Society of America AU - Hammond, Charles M AU - Meier, Dan AU - Squire, Joe AU - Anonymous Y1 - 2009/10// PY - 2009 DA - October 2009 SP - 379 PB - Geological Society of America (GSA), Boulder, CO VL - 41 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - middle Eocene KW - laser methods KW - isotopes KW - Eocene KW - radar methods KW - Paleogene KW - paleogeography KW - Cenozoic KW - Oregon KW - Tertiary KW - radioactive isotopes KW - Coast Ranges KW - lidar methods KW - Eddyville Oregon KW - dates KW - carbon KW - absolute age KW - Tyee Formation KW - testing KW - Lincoln County Oregon KW - C-14 KW - 12:Stratigraphy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/859729424?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Giant+paleo-landslides+of+the+Tyee+Formation+near+Eddyville%2C+Oregon+Coast+Range%3B+complex+history+from+lidar+and+radiocarbon+testing&rft.au=Hammond%2C+Charles+M%3BMeier%2C+Dan%3BSquire%2C+Joe%3BAnonymous&rft.aulast=Hammond&rft.aufirst=Charles&rft.date=2009-10-01&rft.volume=41&rft.issue=7&rft.spage=379&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2009 annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2011-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - absolute age; C-14; carbon; Cenozoic; Coast Ranges; dates; Eddyville Oregon; Eocene; isotopes; laser methods; lidar methods; Lincoln County Oregon; middle Eocene; Oregon; Paleogene; paleogeography; radar methods; radioactive isotopes; Tertiary; testing; Tyee Formation; United States ER - TY - JOUR T1 - Stratigraphy and structural geology of the Roberts Mountains Allochthon, Carlin/Battle Mountains Eureka trends, Nevada, USA, clarified through biostratigraphy AN - 807617763; 2010-099574 AB - Radiolarian biostratigraphy of Paleozoic chert in the Roberts Mountains Allochthon (RMA), Nevada, provides new age control that clarifies stratigraphic relationships, reveals structural features, and allows for reasonable cross sections to be drawn. Radiolarians are used with graptolites and conodonts to date chert, shale, and limestone, respectively. Stratigraphic units from the Roberts Mountains Allochthon can now be correlated from studies at six distinct locations throughout northeastern Nevada covering over 150 km laterally. Correlated stratigraphy over six mountain ranges not only show contiguous stratigraphic packages but also, facies changes associated with the Ordovician strata along the western parts of the RMA. All lithologies must be dated because structural boundaries have been observed to follow rheologic changes, such as shale-chert contacts. The allochthon displays a thin stratigraphy that has been tightly folded or imbricately thrusted. The increased stratigraphic resolution of areas previous mapped as undifferentiated Paleozoic strata has a gross tripartite stratigraphic division that occurs on a regional scale consisting of 1) Ordovician shale with lesser quartzite, chert, and limestone (Vinini/Valmy Fms.), 2) Silurian-Devonian siltstone with chert and minor limestone (Cherry Spring Chert, Elder Fm.), and 3) and Devonian-Mississippian chert and siltstone locally rich in barite and/or carbonate beds (Slaven Chert, Waterpipe Canyon Fm.). Locally, each of these divisions has been further subdivided and mapped on a scale of 1:6000, allowing for more detailed correlation. Many of the cherts are thin; ranging from 3 to 20 m in thickness, yet may be traced for 10's to 100's of km. Larger structural features, such as discrete nappes, are recognized on the basis of differing stratigraphy, such as the presence/absence of thick quartzite, barite deposits, or distinctive chert units. The RMA structurally overlies autochthonous carbonates that host carlin-type gold deposits. Radiolarian, conodonts and graptolite biostratigraphy have been used to define multiple stages of deformation that are recognized and correlated to regional events, such structural reconstruction and analysis have been used to further develop gold exploration projects, and aid in the discovery of new gold deposits along the Carlin and Battle Mtn Eureka Trends. JF - Abstracts with Programs - Geological Society of America AU - Cellura, Brian R AU - Noble, Paula J AU - Capps, Richard C AU - Hall, Tim AU - Anonymous Y1 - 2009/10// PY - 2009 DA - October 2009 SP - 295 PB - Geological Society of America (GSA), Boulder, CO VL - 41 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - Roberts Mountains Allochthon KW - chemically precipitated rocks KW - Protista KW - Carlin Nevada KW - Conodonta KW - carlin-type deposits KW - biostratigraphy KW - Paleozoic KW - Elko County Nevada KW - Eureka County Nevada KW - Ordovician KW - sedimentary rocks KW - Radiolaria KW - Battle Mountain KW - chert KW - metal ores KW - Invertebrata KW - gold ores KW - Graptolithina KW - Nevada KW - microfossils KW - 12:Stratigraphy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/807617763?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Stratigraphy+and+structural+geology+of+the+Roberts+Mountains+Allochthon%2C+Carlin%2FBattle+Mountains+Eureka+trends%2C+Nevada%2C+USA%2C+clarified+through+biostratigraphy&rft.au=Cellura%2C+Brian+R%3BNoble%2C+Paula+J%3BCapps%2C+Richard+C%3BHall%2C+Tim%3BAnonymous&rft.aulast=Cellura&rft.aufirst=Brian&rft.date=2009-10-01&rft.volume=41&rft.issue=7&rft.spage=295&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2009 annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2010-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Battle Mountain; biostratigraphy; Carlin Nevada; carlin-type deposits; chemically precipitated rocks; chert; Conodonta; Elko County Nevada; Eureka County Nevada; gold ores; Graptolithina; Invertebrata; metal ores; microfossils; Nevada; Ordovician; Paleozoic; Protista; Radiolaria; Roberts Mountains Allochthon; sedimentary rocks; United States ER - TY - JOUR T1 - Unstable slope management for Oregon highways; using cost-based risk assessment in conjunction with site characteristics to manage landslide and rockfall effects on the transportation system AN - 807617218; 2010-099330 AB - Landslides, rockfalls, and debris flows are endemic to the transportation infrastructure in Oregon. Unstable slopes are hazardous to system users and expensive in terms of direct costs for repair and maintenance as well as costs related to service disruptions and liability. Approximately 4,000 unstable slopes affecting state routes have been identified to date. The Oregon Department of Transportation expends nearly $7 million annually for unstable slope maintenance alone and less than $6 million is available per year to permanently address known sites. The typical cost for individual site mitigation approaches $3 million. This magnitude of problem and limited repair funds have driven the development of a system to 1) effectively manage the limited construction budget dedicated to unstable slope repair, 2) identify sites receiving the greatest benefit from repair funding, 3) create a prioritized list of unstable slope repair projects, 4) be adaptable to risk assessment and life-cycle cost analysis from a system-wide to site-specific level, and 5) provide accessible information to decision-makers. Previous unstable slope management has focused on frequently complex geographic and geologic conditions that contribute to slope instability for specific cases. To address unstable slopes on a state-wide level, an asset management-based approach was chosen. Rather than rating individual sites based on the characteristics that predispose a site to instability and assigning a probabilistic score, the new system evaluates only known unstable slopes and scores criteria based on a site's current impact to the system. Scoring criteria are based on relative hazard, infrastructure affected, failure consequence, site history, and system use. Further scoring modification is based on the cost-benefit of repair and route hierarchy. Site data collection is supplemented by data research and personnel interviews. Information is provided with existing, common software and accessed via database and GIS interface. This system is currently in use for project selection, scoping, and life-cycle cost analysis for proposed mitigation projects. It is also used as a tool to facilitate decisions based on project goals, available funding and desired level of service in addition to "what if" evaluation of mitigation alternatives. JF - Abstracts with Programs - Geological Society of America AU - Mohney, Curran E AU - Anonymous Y1 - 2009/10// PY - 2009 DA - October 2009 SP - 253 PB - Geological Society of America (GSA), Boulder, CO VL - 41 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - rockfalls KW - Oregon KW - landslides KW - geologic hazards KW - mass movements KW - risk assessment KW - effects KW - economics KW - slope stability KW - roads KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/807617218?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Unstable+slope+management+for+Oregon+highways%3B+using+cost-based+risk+assessment+in+conjunction+with+site+characteristics+to+manage+landslide+and+rockfall+effects+on+the+transportation+system&rft.au=Mohney%2C+Curran+E%3BAnonymous&rft.aulast=Mohney&rft.aufirst=Curran&rft.date=2009-10-01&rft.volume=41&rft.issue=7&rft.spage=253&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2009 annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2010-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - economics; effects; geologic hazards; landslides; mass movements; Oregon; risk assessment; roads; rockfalls; slope stability; United States ER - TY - JOUR T1 - Civilian aviation fatalities involving pilot ethanol and a previous record of substance abuse. AN - 67680555; 19817234 AB - Pilots are subject to the same temptations as the general population, but due to the demands of flying, the use of ethanol or other impairing substances are more likely to have severe consequences. The Federal Aviation Administration (FAA) requires pilots to report all adverse legal actions involving their use of ethanol and/or other drugs. The purpose of this study was to evaluate fatal civil aviation accidents between the years 2000 and 2007 in which ethanol was present in the pilot and the pilot had a record of previous drug and/or alcohol offenses. Case histories and accident information for the period under study were obtained from the National Transportation Safety Board (NTSB). Toxicological information was obtained from the Civil Aerospace Medical Institute's Forensic Toxicology Research Laboratory. During the examined period 215 of the 2391 pilot specimens received for toxicological analysis had documented alcohol or drug related offenses. Of the 215 pilot specimens received, 23 showed evidence of ethanol consumption prior to the fatal incident and 16 of those had ethanol concentrations above the FAA's legal limit of 40 mg x dl(-1). These results confirm earlier reports that pilots with previous alcohol and/or drug offenses are more likely than others to engage in repeated substance abuse in association with flying with resultant fatal accidents. These findings support the NTSB's recommendation that the FAA implement more thorough verification of alcohol and drug offenses as a means of identifying pilots at increased risk of causing accidents. JF - Aviation, space, and environmental medicine AU - Botch, Sabra R AU - Johnson, Robert D AD - Civil Aerospace Medical Institute, Federal Aviation Administration, Bioaeronautical Sciences and Accident Research Laboratory, Oklahoma City, OK 73169-6901, USA. sabra.botch@faa.gov Y1 - 2009/10// PY - 2009 DA - October 2009 SP - 841 EP - 844 VL - 80 IS - 10 SN - 0095-6562, 0095-6562 KW - Index Medicus KW - Space life sciences KW - Humans KW - Adult KW - United States -- epidemiology KW - Recurrence KW - Accidents, Aviation -- mortality KW - Professional Impairment -- statistics & numerical data KW - Alcohol Drinking -- epidemiology KW - Accidents, Aviation -- statistics & numerical data KW - Substance-Related Disorders -- epidemiology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/67680555?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Aviation%2C+space%2C+and+environmental+medicine&rft.atitle=Civilian+aviation+fatalities+involving+pilot+ethanol+and+a+previous+record+of+substance+abuse.&rft.au=Botch%2C+Sabra+R%3BJohnson%2C+Robert+D&rft.aulast=Botch&rft.aufirst=Sabra&rft.date=2009-10-01&rft.volume=80&rft.issue=10&rft.spage=841&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+space%2C+and+environmental+medicine&rft.issn=00956562&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2009-11-03 N1 - Date created - 2009-10-12 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - JOUR T1 - The effect of variation in polymer properties on the rate of burning AN - 21165374; 11136772 AB - The sensitivity of the burning rate to variations in physical and chemical properties of synthetic polymers has been examined in order to understand the relative importance of the knowledge of these properties. The sensitivity analysis was performed using a numerical pyrolysis model called ThermaKin, which was employed to compute the rate of burning (expressed in terms of mass loss) of a one-dimensional material object exposed to steady radiative heat. The results of the calculations indicate that the knowledge of decomposition reaction parameters (including the Arrhenius pre-exponential factor, activation energy, heat, and char yield) is of key importance for prediction of the peak and average burning rates. JF - Fire and Materials AU - Stoliarov, Stanislav I AU - Safronava, Natallia AU - Lyon, Richard E AD - SRA International, Inc., 1201 New Road, Linwood, NJ 08221, U.S.A., stanislav.ctr.stoliarov@faa.gov Y1 - 2009/10// PY - 2009 DA - Oct 2009 SP - 257 EP - 271 PB - Wiley-Blackwell, 111 River Street Hoboken NJ 07030-5774 USA VL - 33 IS - 6 SN - 0308-0501, 0308-0501 KW - Health & Safety Science Abstracts KW - Fires KW - Sensitivity KW - burning KW - Decomposition KW - Pyrolysis KW - sensitivity analysis KW - chemical properties KW - Polymers KW - H 7000:Fire Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21165374?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Fire+and+Materials&rft.atitle=The+effect+of+variation+in+polymer+properties+on+the+rate+of+burning&rft.au=Stoliarov%2C+Stanislav+I%3BSafronava%2C+Natallia%3BLyon%2C+Richard+E&rft.aulast=Stoliarov&rft.aufirst=Stanislav&rft.date=2009-10-01&rft.volume=33&rft.issue=6&rft.spage=257&rft.isbn=&rft.btitle=&rft.title=Fire+and+Materials&rft.issn=03080501&rft_id=info:doi/10.1002%2Ffam.1003 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-11-01 N1 - Last updated - 2011-12-14 N1 - SubjectsTermNotLitGenreText - burning; Polymers; Sensitivity; chemical properties; sensitivity analysis; Decomposition; Pyrolysis; Fires DO - http://dx.doi.org/10.1002/fam.1003 ER - TY - CPAPER T1 - Safety Products and Planning for NextGen T2 - 9th AIAA Aviation Technology, Integration, and Operations Conference and Aircraft Noise and Emissions Reduction Symposium (ATIO & ANERS 2009) AN - 42509002; 5447549 JF - 9th AIAA Aviation Technology, Integration, and Operations Conference and Aircraft Noise and Emissions Reduction Symposium (ATIO & ANERS 2009) AU - Pardee, J Y1 - 2009/09/21/ PY - 2009 DA - 2009 Sep 21 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42509002?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=9th+AIAA+Aviation+Technology%2C+Integration%2C+and+Operations+Conference+and+Aircraft+Noise+and+Emissions+Reduction+Symposium+%28ATIO+%26+ANERS+2009%29&rft.atitle=Safety+Products+and+Planning+for+NextGen&rft.au=Pardee%2C+J&rft.aulast=Pardee&rft.aufirst=J&rft.date=2009-09-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=9th+AIAA+Aviation+Technology%2C+Integration%2C+and+Operations+Conference+and+Aircraft+Noise+and+Emissions+Reduction+Symposium+%28ATIO+%26+ANERS+2009%29&rft.issn=&rft_id=info:doi/ L2 - http://www.aiaa.org/agenda.cfm?lumeetingid=2196&viewcon=agenda&pagevie w=2&programSeeview=1&dateget=All&formatview=1 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-04-06 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - NextGen Avionics Roadmap v1.0 T2 - 9th AIAA Aviation Technology, Integration, and Operations Conference and Aircraft Noise and Emissions Reduction Symposium (ATIO & ANERS 2009) AN - 42507716; 5447548 JF - 9th AIAA Aviation Technology, Integration, and Operations Conference and Aircraft Noise and Emissions Reduction Symposium (ATIO & ANERS 2009) AU - Van Trees, S. Y1 - 2009/09/21/ PY - 2009 DA - 2009 Sep 21 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42507716?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=9th+AIAA+Aviation+Technology%2C+Integration%2C+and+Operations+Conference+and+Aircraft+Noise+and+Emissions+Reduction+Symposium+%28ATIO+%26+ANERS+2009%29&rft.atitle=NextGen+Avionics+Roadmap+v1.0&rft.au=Van+Trees%2C+S.&rft.aulast=Van+Trees&rft.aufirst=S.&rft.date=2009-09-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=9th+AIAA+Aviation+Technology%2C+Integration%2C+and+Operations+Conference+and+Aircraft+Noise+and+Emissions+Reduction+Symposium+%28ATIO+%26+ANERS+2009%29&rft.issn=&rft_id=info:doi/ L2 - http://www.aiaa.org/agenda.cfm?lumeetingid=2196&viewcon=agenda&pagevie w=2&programSeeview=1&dateget=All&formatview=1 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-04-06 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - JACKSONVIILLE RAPID TRANSIT SYSTEM (RTS), DUVAL COUNTY/CITY OF JACKSONVILLE, FLORIDA. AN - 36345552; 13136 AB - PURPOSE: The establishment of a system-wide, high-capacity bus rapid transit (BRT) service and general alignment configuration and identification of probable transit station sites in Jacksonville and Duval County, Florida is proposed in this first tier programmatic EIS process. Recent studies of major travel corridors in metropolitan Jacksonville revealed the need for transportation improvements, including a wider range of mobility options, to meet increasing travel demand within and through the corridors. Jacksonville is geographically expansive, with multiple employment centers both downtown and in suburban areas. The population has an unusually large elder population. The currently proposed action is limited to permitting the Jacksonville Transportation Authority to acquire property at its own risk; i.e., regardless of whether federal funding will become available. The BRT system design is at the conceptual level and this evaluation is at the corridor level, with an initial focus on identifying potential parcels for BRT stations in locations determined in the alternative analysis studies. The recommended north-southeast corridor alternative would extend from the Avenues Mall near Interstate 95 (I-95) and Philips Highway (US 1) in the southeast to Busch Drive at I-95 in the north. The corridor alignment would follow I-95 from the Avenues Mall to Bowden Road and continue north along US 1. The alignment would then transition from US 1 to the east side of the Florida East Coast Railway to the southbank of downtown. After crossing the St. Johns River along the Acosta Bridge and circulating through downtown, the corridor alignment would follow Broad and Jefferson streets, functioning as a one-way pair, to State and Union streets, also functioning as one-way pairs north to First Street, then west to Jefferson Street. The corridor would then continue west along State and Union streets to I-95 and ultimately Busch Drive. The BRT system would travel along a mixed alignment of dedicated transitways, dedicated bus lands, and, possibly, shared existing lanes. The recommended east-southwest corridor alternative would begin at Blanding Boulevard and 103rd Street, continue north along Blanding Boulevard to San Juan Avenue, then either: A) continue along Blanding Boulevard from San Juan Avenue north to Park Street and east along Park Street to Roosevelt Boulevard and the Florida Community College Jacksonville (FCCJ) Kent Campus station; B) continue along Blanding Boulevard from San Juan Avenue north to Shirley Avenue and east along Shirley Avenue, then north along Hamilton Street and into the FCCJ Campus station; C) turn east from Blanding Boulevard onto San Juan Avenue and then north between Roosevelt Boulevard and the CSX Railway until it reached the FCCJ Campus station. The recommended east corridor would begin at Veterans Station on A. Philip Randolph Boulevard in the Central Business District and run north, then east across Mathews Bridge Expressway; the corridor would follow the expressway across Mathews Bridge and along the Arlington Expressway to the Regency Square Mall. POSITIVE IMPACTS: The proposed BRT system would meet the transportation needs of a growing population living in a highly dispersed metropolitan environment. Distant activity, employment, and residential centers would be integrated much more efficiently. The lack of a mix of transportation options would be eliminated as sufficient, reasonably priced BRT service would be available. NEGATIVE IMPACTS: The BRT would have the greatest potential for negative socioeconomic impacts to minorities and low-income populations, with African-Americans bearing the brunt of the effects. Numerous structures and districts eligible for inclusion in the National Register of Historic Places would be affected by construction and operation of the system, as would several parks and visually sensitive landscapes. Bus traffic-generated noise levels would exceed federal standards near numerous sensitive receptor sites. Habitat for a number of state-protected or federally protected species of fish, amphibians, reptiles, birds, mammals, and vascular plants would lie in the vicinity of the BRT corridors. Wetland areas would be taken. Construction workers would encounter hazardous waste at numerous sites within the corridors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 070399, Draft EIS--301 pages and maps, Appendix--87 pages and maps, September 21, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FDOT/JTA CE M07006 KW - Bridges KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Environmental Justice KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Railroads KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Compliance KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345552?accountid=14244 L2 - http://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=2009-09-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JACKSONVIILLE+RAPID+TRANSIT+SYSTEM+%28RTS%29%2C+DUVAL+COUNTY%2FCITY+OF+JACKSONVILLE%2C+FLORIDA.&rft.title=JACKSONVIILLE+RAPID+TRANSIT+SYSTEM+%28RTS%29%2C+DUVAL+COUNTY%2FCITY+OF+JACKSONVILLE%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jacksonville, Florida; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: September 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CORPORATE AVERAGE FUEL ECONOMY STANDARDS, PASSENGER CARS AND LIGHT TRUCKS, MODEL YEARS 2012-2016. [Part 1 of 1] T2 - CORPORATE AVERAGE FUEL ECONOMY STANDARDS, PASSENGER CARS AND LIGHT TRUCKS, MODEL YEARS 2012-2016. AN - 873125626; 14029-5_0001 AB - PURPOSE: Corporate Average Fuel Economy (CAFE) standards and vehicle greenhouse gas (GHG) emissions standards for the total fleet of passenger cars, light-duty trucks, and medium-duty passenger vehicles built in model years (MY) 2012-2016 are proposed. A joint rulemaking by the National Highway Traffic Safety Administration (NHTSA) and the Environmental Protection Agency (EPA) would address the challenges of energy independence and security and global warming through rules calling for a strong and coordinated federal greenhouse gas and fuel economy program referred to as the National Program. The rules would require vehicles to meet an estimated combined average emissions level of 250 grams of carbon dioxide per mile in MY 2016 under EPA's GHG program, and 34.1 mpg in MY 2016 under NHTSA's CAFE program. Nine alternatives, including a No Action Alternative (Alternative 1), are analyzed in this draft EIS. The No Action Alternative assumes that average fuel economy levels in the absence of CAFE standards beyond MY 2011 would equal the higher of the agencies collective market forecast or the manufacturers required level of average fuel economy for MY 2011. Eight action alternatives are proposed, including NHTSAs preferred alternative (Alternative 4), which would require a 4.3-percent average annual increase in mpg from 2012 to 2016. This alternative and the EPA proposed rulemaking together comprise the National Program. Alternative 2 (3-Percent Alternative), Alternative 3 (4-Percent Alternative), Alternative 5 (5- Percent Alternative), Alternative 7 (6-Percent Alternative), and Alternative 8 (7-Percent Alternative), would require average annual increases in mpg of 3 percent to 7 percent from 2012 to 2016. Because the proposed percentage increases in stringency are average increases, they could be constant throughout the period or could vary from year to year. Alternative 6 would maximize net benefits (MNB) and Alternative 9 would equalize total cost and total benefits (TCTB). The preferred alternative represents the required fuel economy level that NHTSA has tentatively determined to be the maximum feasible under the Energy Policy and Conservation Act, based on balancing statutory and other relevant considerations. The MNB and TCTB alternatives represent fuel economy levels that depend on the agencys best estimate of relevant economic variables (e.g., gasoline prices, social cost of carbon, the discount rate, and rebound effect) and provide useful information about where the standards would be set if costs and benefits were balanced in two different ways. The 6-percent Alternative would result in required mpg in 2016 that is slightly higher than required mpg under the MNB Alternative, but required mpg in 2012 through 2015 under the 6-percent Alternative would be slightly lower than under the MNB Alternative. The net result is that there is little substantive difference in required mpg under the 6-percent and MNB Alternatives. The TCTB Alternative would result in required mpg in 2016 that is just slightly lower than required mpg under the 7-percent Alternative, but required mpg in 2012 through 2015 under the TCTB Alternative would be slightly higher than under the 7-percent Alternative. The net result is that there is little substantive difference in required mpg under the 7-percent and TCTB Alternatives. POSITIVE IMPACTS: The proposed rules would address the urgent challenges of energy independence and security and global warming by achieving substantial improvements in fuel economy and reductions of GHG emissions from the light-duty vehicle part of the transportation sector, based on technology that is already being commercially applied and that can be incorporated at a reasonable cost. Consistent, harmonized, and streamlined requirements under the National Program would deliver environmental and energy benefits, cost savings, and administrative efficiencies on a nationwide basis that might not be available under a less coordinated approach. The proposed National Program would make it possible for the standards of two different federal agencies and the standards of California and other states to act in a unified fashion and would help to mitigate the cost to manufacturers of having to comply with multiple sets of federal and state standards. NEGATIVE IMPACTS: The implementation of fuel economy standards would not directly regulate emissions from passenger cars and light trucks. Under all the alternatives analyzed, growth in the number of passenger cars and light trucks in use throughout the country, combined with assumed increases in their average use, would result in an overall level of growth that overwhelms improvements in fuel economy. The proposed alternatives would not prevent climate change, but would only result in reductions in the anticipated increases in carbon dioxide concentrations, temperature, precipitation, and sea level. LEGAL MANDATES: Clean Air Act Amendments of 1990 (42 U.S.C. 7401 et seq.), Energy Independence and Security Act of 2007, and Energy Policy and Conservation Act of 1975 (49 U.S.C. 32091 et seq.). JF - EPA number: 090325, Draft EIS--598 pages, Appendices--CD-ROM, September 16, 2009 PY - 2009 VL - 1 KW - Manufacturing KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards KW - Climatologic Assessments KW - Emissions KW - Emission Standards KW - Energy Consumption KW - Energy Consumption Assessments KW - Motor Vehicles KW - Regulations KW - Clean Air Act Amendments of 1990, Emission Standards KW - Energy Policy and Conservation Act of 1975, Project Authorization KW - Energy Independence and Security Act of 2007, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125626?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CORPORATE+AVERAGE+FUEL+ECONOMY+STANDARDS%2C+PASSENGER+CARS+AND+LIGHT+TRUCKS%2C+MODEL+YEARS+2012-2016.&rft.title=CORPORATE+AVERAGE+FUEL+ECONOMY+STANDARDS%2C+PASSENGER+CARS+AND+LIGHT+TRUCKS%2C+MODEL+YEARS+2012-2016.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, National Highway Traffic Safety Administration, Washington, District of Columbia; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Development of an Icelandic-type Berm Breakwater for the Oakajee Port Project in Western Australia T2 - Ninth International Conference on Coasts Marine Structures and Breakwaters: Adapting to Change AN - 41993753; 5334384 JF - Ninth International Conference on Coasts Marine Structures and Breakwaters: Adapting to Change AU - Sigurdarson, Sigurdur Y1 - 2009/09/16/ PY - 2009 DA - 2009 Sep 16 KW - Australia, Western Australia KW - Berms KW - Breakwaters KW - U 4300:Environmental Science UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41993753?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=Ninth+International+Conference+on+Coasts+Marine+Structures+and+Breakwaters%3A+Adapting+to+Change&rft.atitle=Development+of+an+Icelandic-type+Berm+Breakwater+for+the+Oakajee+Port+Project+in+Western+Australia&rft.au=Sigurdarson%2C+Sigurdur&rft.aulast=Sigurdarson&rft.aufirst=Sigurdur&rft.date=2009-09-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Ninth+International+Conference+on+Coasts+Marine+Structures+and+Breakwaters%3A+Adapting+to+Change&rft.issn=&rft_id=info:doi/ L2 - http://www.ice-breakwaters.com/agenda/documents/Breakwaters2009_000.pd f LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-18 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - CORPORATE AVERAGE FUEL ECONOMY STANDARDS, PASSENGER CARS AND LIGHT TRUCKS, MODEL YEARS 2012-2016. AN - 36344991; 14029 AB - PURPOSE: Corporate Average Fuel Economy (CAFE) standards and vehicle greenhouse gas (GHG) emissions standards for the total fleet of passenger cars, light-duty trucks, and medium-duty passenger vehicles built in model years (MY) 2012-2016 are proposed. A joint rulemaking by the National Highway Traffic Safety Administration (NHTSA) and the Environmental Protection Agency (EPA) would address the challenges of energy independence and security and global warming through rules calling for a strong and coordinated federal greenhouse gas and fuel economy program referred to as the National Program. The rules would require vehicles to meet an estimated combined average emissions level of 250 grams of carbon dioxide per mile in MY 2016 under EPA's GHG program, and 34.1 mpg in MY 2016 under NHTSA's CAFE program. Nine alternatives, including a No Action Alternative (Alternative 1), are analyzed in this draft EIS. The No Action Alternative assumes that average fuel economy levels in the absence of CAFE standards beyond MY 2011 would equal the higher of the agencies collective market forecast or the manufacturers required level of average fuel economy for MY 2011. Eight action alternatives are proposed, including NHTSAs preferred alternative (Alternative 4), which would require a 4.3-percent average annual increase in mpg from 2012 to 2016. This alternative and the EPA proposed rulemaking together comprise the National Program. Alternative 2 (3-Percent Alternative), Alternative 3 (4-Percent Alternative), Alternative 5 (5- Percent Alternative), Alternative 7 (6-Percent Alternative), and Alternative 8 (7-Percent Alternative), would require average annual increases in mpg of 3 percent to 7 percent from 2012 to 2016. Because the proposed percentage increases in stringency are average increases, they could be constant throughout the period or could vary from year to year. Alternative 6 would maximize net benefits (MNB) and Alternative 9 would equalize total cost and total benefits (TCTB). The preferred alternative represents the required fuel economy level that NHTSA has tentatively determined to be the maximum feasible under the Energy Policy and Conservation Act, based on balancing statutory and other relevant considerations. The MNB and TCTB alternatives represent fuel economy levels that depend on the agencys best estimate of relevant economic variables (e.g., gasoline prices, social cost of carbon, the discount rate, and rebound effect) and provide useful information about where the standards would be set if costs and benefits were balanced in two different ways. The 6-percent Alternative would result in required mpg in 2016 that is slightly higher than required mpg under the MNB Alternative, but required mpg in 2012 through 2015 under the 6-percent Alternative would be slightly lower than under the MNB Alternative. The net result is that there is little substantive difference in required mpg under the 6-percent and MNB Alternatives. The TCTB Alternative would result in required mpg in 2016 that is just slightly lower than required mpg under the 7-percent Alternative, but required mpg in 2012 through 2015 under the TCTB Alternative would be slightly higher than under the 7-percent Alternative. The net result is that there is little substantive difference in required mpg under the 7-percent and TCTB Alternatives. POSITIVE IMPACTS: The proposed rules would address the urgent challenges of energy independence and security and global warming by achieving substantial improvements in fuel economy and reductions of GHG emissions from the light-duty vehicle part of the transportation sector, based on technology that is already being commercially applied and that can be incorporated at a reasonable cost. Consistent, harmonized, and streamlined requirements under the National Program would deliver environmental and energy benefits, cost savings, and administrative efficiencies on a nationwide basis that might not be available under a less coordinated approach. The proposed National Program would make it possible for the standards of two different federal agencies and the standards of California and other states to act in a unified fashion and would help to mitigate the cost to manufacturers of having to comply with multiple sets of federal and state standards. NEGATIVE IMPACTS: The implementation of fuel economy standards would not directly regulate emissions from passenger cars and light trucks. Under all the alternatives analyzed, growth in the number of passenger cars and light trucks in use throughout the country, combined with assumed increases in their average use, would result in an overall level of growth that overwhelms improvements in fuel economy. The proposed alternatives would not prevent climate change, but would only result in reductions in the anticipated increases in carbon dioxide concentrations, temperature, precipitation, and sea level. LEGAL MANDATES: Clean Air Act Amendments of 1990 (42 U.S.C. 7401 et seq.), Energy Independence and Security Act of 2007, and Energy Policy and Conservation Act of 1975 (49 U.S.C. 32091 et seq.). JF - EPA number: 090325, Draft EIS--598 pages, Appendices--CD-ROM, September 16, 2009 PY - 2009 KW - Manufacturing KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards KW - Climatologic Assessments KW - Emissions KW - Emission Standards KW - Energy Consumption KW - Energy Consumption Assessments KW - Motor Vehicles KW - Regulations KW - Clean Air Act Amendments of 1990, Emission Standards KW - Energy Policy and Conservation Act of 1975, Project Authorization KW - Energy Independence and Security Act of 2007, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344991?accountid=14244 L2 - http://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=2009-09-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CORPORATE+AVERAGE+FUEL+ECONOMY+STANDARDS%2C+PASSENGER+CARS+AND+LIGHT+TRUCKS%2C+MODEL+YEARS+2012-2016.&rft.title=CORPORATE+AVERAGE+FUEL+ECONOMY+STANDARDS%2C+PASSENGER+CARS+AND+LIGHT+TRUCKS%2C+MODEL+YEARS+2012-2016.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, National Highway Traffic Safety Administration, Washington, District of Columbia; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - The FHWA Carbon Sequestration Pilot Program: Economics, Environment and Policy T2 - 2009 International Conference on Ecology and Transportation (ICOET 2009) AN - 42386200; 5383640 JF - 2009 International Conference on Ecology and Transportation (ICOET 2009) AU - Earsom, Stephen Y1 - 2009/09/13/ PY - 2009 DA - 2009 Sep 13 KW - Economics KW - Carbon sequestration KW - Policies KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42386200?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+International+Conference+on+Ecology+and+Transportation+%28ICOET+2009%29&rft.atitle=The+FHWA+Carbon+Sequestration+Pilot+Program%3A+Economics%2C+Environment+and+Policy&rft.au=Earsom%2C+Stephen&rft.aulast=Earsom&rft.aufirst=Stephen&rft.date=2009-09-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+International+Conference+on+Ecology+and+Transportation+%28ICOET+2009%29&rft.issn=&rft_id=info:doi/ L2 - http://www.icoet.net/ICOET_2009/downloads/ICOET09-Final-Agenda.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-18 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Eco-Logical: An Ecosystem Approach to Developing Transportation Infrastructure Projects in a Changing Environment T2 - 2009 International Conference on Ecology and Transportation (ICOET 2009) AN - 42382946; 5383704 JF - 2009 International Conference on Ecology and Transportation (ICOET 2009) AU - Bacher-Gresock, Bethaney AU - Schwarzer, Julianne Y1 - 2009/09/13/ PY - 2009 DA - 2009 Sep 13 KW - Transportation KW - Infrastructure KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42382946?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+International+Conference+on+Ecology+and+Transportation+%28ICOET+2009%29&rft.atitle=Eco-Logical%3A+An+Ecosystem+Approach+to+Developing+Transportation+Infrastructure+Projects+in+a+Changing+Environment&rft.au=Bacher-Gresock%2C+Bethaney%3BSchwarzer%2C+Julianne&rft.aulast=Bacher-Gresock&rft.aufirst=Bethaney&rft.date=2009-09-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+International+Conference+on+Ecology+and+Transportation+%28ICOET+2009%29&rft.issn=&rft_id=info:doi/ L2 - http://www.icoet.net/ICOET_2009/downloads/ICOET09-Final-Agenda.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-18 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Idaho Statewide Wildlife / Transportation Database T2 - 2009 International Conference on Ecology and Transportation (ICOET 2009) AN - 42381941; 5383669 JF - 2009 International Conference on Ecology and Transportation (ICOET 2009) AU - Inghram, Brent AU - Servheen, Gregg Y1 - 2009/09/13/ PY - 2009 DA - 2009 Sep 13 KW - USA, Idaho KW - Wildlife KW - Transportation KW - Databases KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42381941?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+International+Conference+on+Ecology+and+Transportation+%28ICOET+2009%29&rft.atitle=Idaho+Statewide+Wildlife+%2F+Transportation+Database&rft.au=Inghram%2C+Brent%3BServheen%2C+Gregg&rft.aulast=Inghram&rft.aufirst=Brent&rft.date=2009-09-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+International+Conference+on+Ecology+and+Transportation+%28ICOET+2009%29&rft.issn=&rft_id=info:doi/ L2 - http://www.icoet.net/ICOET_2009/downloads/ICOET09-Final-Agenda.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-18 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - INTERSTATE HIGHWAY 15 (I-15) CORRIDOR IMPROVEMENTS AND LOCAL ARTERIAL IMPROVEMENTS (PROJECT NEON), LAS VEGAS, NEVADA. [Part 1 of 3] T2 - INTERSTATE HIGHWAY 15 (I-15) CORRIDOR IMPROVEMENTS AND LOCAL ARTERIAL IMPROVEMENTS (PROJECT NEON), LAS VEGAS, NEVADA. AN - 756826667; 14027-090323_0001 AB - PURPOSE: Major highway improvements to the Interstate 15 (I-15) corridor and local arteries, Clark County, Las Vegas, Nevada are proposed. Project NEON, as it is known, extends from the Sahara Avenue interchange on the south to the I-15/US Highway 95 (US 95)/I-515 interchange (the Las Vegas Spaghetti Bowl) on the north. The I-15 corridor, including Project NEON, serves the Las Vegas Valley as a transportation artery through downtown Las Vegas and the resort corridor, a 30-square-mile area centered on the Las Vegas strip, extending from downtown Las Vegas to new resorts and commercial developments being built south of I-215. It includes the Las Vegas Convention Center, several near-strip resorts, McCarran International Airport, and the University of Nevada Las Vegas (UNLV) campus. The project covers a distance of 3.7 miles on I-15 and integrates several major highway improvement components: expanding and improving the I-15 mainline, including high-occupancy vehicle (HOV) lanes, between Sahara Avenue and US 95; reconstructing the I-15/Charleston Boulevard interchange; adding freeway access near Alta Drive; grade separating Oakey Boulevard/Wyoming Avenue and the Union Pacific Railroad (UPRR) tracks; and creating a new arterial roadway connection over I-15, Charleston Boulevard, and the UPRR by connecting Martin Luther King Boulevard and Industrial Road. In addition to transportation demand management and transportation system management measures, this draft EIS analyzes a No Build Alternative, and two reasonable build alternatives which evolved from a structured alternatives development and evaluation process conducted between fall 2003 and 2009. Alternative G would provide four to five through lanes (depending on the location), two HOV lanes, and auxiliary lanes for northbound I-15 traffic, and also four to five through lanes, two HOV lanes, and auxiliary lanes for southbound I-15 traffic. A direct connector ramp would enhance the connection from northbound I-15 to northbound US 95. A similar ramp would enhance the connection between southbound US 95 and southbound I-15. South of Oakey Boulevard, Alternative G would shift the freeway centerline to the east, minimizing impacts to existing drainage facilities. The proposed action would improve the Martin Luther King Boulevard/Industrial Road Connector, including grade separating Oakey Boulevard and Wyoming Avenue over the Union Pacific Railroad and Industrial Road, and would reconstruct the Charleston Boulevard interchange (including improvements to Grand Central Parkway) and construct a half-diamond interchange at Alta Drive. Alternative H would provide four to five through lanes and two HOV lanes for northbound I-15 traffic, and four to five through lanes and two HOV lanes for southbound I-15 traffic. It would have northbound and southbound collector-distributor (C-D) roads to safely carry vehicles entering and exiting I-15 separate from the through lanes. The other major features of Alternative H are the same as those for Alternative G. Total cost for Project NEON is estimated at $1.4 to $1.9 billion. POSITIVE IMPACTS: The proposed project would address existing and future corridor deficiencies related to traffic demand/capacity, crash rates, operational deficiencies, and system linkage by separating freeway traffic from arterial traffic, reducing the merge and diverge sections where traffic entering or exiting the interstate conflicts with through traffic, and increasing I-15 capacity. It would accommodate economic redevelopment through improved access to downtown Las Vegas and the resort corridor, and it would accommodate traffic that would use HOV lanes from Sahara Avenue to existing HOV lanes on US 95. NEGATIVE IMPACTS: The project would: convert up to 115 acres of land for transportation use; require 345 residential displacements and 445 to 456 commercial displacements; impact 35 to 37 noise receptors; remove up to 1,810 parking spaces; and affect 24 historic sites. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) Uniform Relocation Assistance and Uniform Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090323, 314 pages and maps, September 11, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NV-EIS-09-01-D KW - Airports KW - Central Business Districts KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Railroads KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Nevada KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826667?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+15+%28I-15%29+CORRIDOR+IMPROVEMENTS+AND+LOCAL+ARTERIAL+IMPROVEMENTS+%28PROJECT+NEON%29%2C+LAS+VEGAS%2C+NEVADA.&rft.title=INTERSTATE+HIGHWAY+15+%28I-15%29+CORRIDOR+IMPROVEMENTS+AND+LOCAL+ARTERIAL+IMPROVEMENTS+%28PROJECT+NEON%29%2C+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Carson City, Nevada; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE HIGHWAY 15 (I-15) CORRIDOR IMPROVEMENTS AND LOCAL ARTERIAL IMPROVEMENTS (PROJECT NEON), LAS VEGAS, NEVADA. [Part 3 of 3] T2 - INTERSTATE HIGHWAY 15 (I-15) CORRIDOR IMPROVEMENTS AND LOCAL ARTERIAL IMPROVEMENTS (PROJECT NEON), LAS VEGAS, NEVADA. AN - 756826379; 14027-090323_0003 AB - PURPOSE: Major highway improvements to the Interstate 15 (I-15) corridor and local arteries, Clark County, Las Vegas, Nevada are proposed. Project NEON, as it is known, extends from the Sahara Avenue interchange on the south to the I-15/US Highway 95 (US 95)/I-515 interchange (the Las Vegas Spaghetti Bowl) on the north. The I-15 corridor, including Project NEON, serves the Las Vegas Valley as a transportation artery through downtown Las Vegas and the resort corridor, a 30-square-mile area centered on the Las Vegas strip, extending from downtown Las Vegas to new resorts and commercial developments being built south of I-215. It includes the Las Vegas Convention Center, several near-strip resorts, McCarran International Airport, and the University of Nevada Las Vegas (UNLV) campus. The project covers a distance of 3.7 miles on I-15 and integrates several major highway improvement components: expanding and improving the I-15 mainline, including high-occupancy vehicle (HOV) lanes, between Sahara Avenue and US 95; reconstructing the I-15/Charleston Boulevard interchange; adding freeway access near Alta Drive; grade separating Oakey Boulevard/Wyoming Avenue and the Union Pacific Railroad (UPRR) tracks; and creating a new arterial roadway connection over I-15, Charleston Boulevard, and the UPRR by connecting Martin Luther King Boulevard and Industrial Road. In addition to transportation demand management and transportation system management measures, this draft EIS analyzes a No Build Alternative, and two reasonable build alternatives which evolved from a structured alternatives development and evaluation process conducted between fall 2003 and 2009. Alternative G would provide four to five through lanes (depending on the location), two HOV lanes, and auxiliary lanes for northbound I-15 traffic, and also four to five through lanes, two HOV lanes, and auxiliary lanes for southbound I-15 traffic. A direct connector ramp would enhance the connection from northbound I-15 to northbound US 95. A similar ramp would enhance the connection between southbound US 95 and southbound I-15. South of Oakey Boulevard, Alternative G would shift the freeway centerline to the east, minimizing impacts to existing drainage facilities. The proposed action would improve the Martin Luther King Boulevard/Industrial Road Connector, including grade separating Oakey Boulevard and Wyoming Avenue over the Union Pacific Railroad and Industrial Road, and would reconstruct the Charleston Boulevard interchange (including improvements to Grand Central Parkway) and construct a half-diamond interchange at Alta Drive. Alternative H would provide four to five through lanes and two HOV lanes for northbound I-15 traffic, and four to five through lanes and two HOV lanes for southbound I-15 traffic. It would have northbound and southbound collector-distributor (C-D) roads to safely carry vehicles entering and exiting I-15 separate from the through lanes. The other major features of Alternative H are the same as those for Alternative G. Total cost for Project NEON is estimated at $1.4 to $1.9 billion. POSITIVE IMPACTS: The proposed project would address existing and future corridor deficiencies related to traffic demand/capacity, crash rates, operational deficiencies, and system linkage by separating freeway traffic from arterial traffic, reducing the merge and diverge sections where traffic entering or exiting the interstate conflicts with through traffic, and increasing I-15 capacity. It would accommodate economic redevelopment through improved access to downtown Las Vegas and the resort corridor, and it would accommodate traffic that would use HOV lanes from Sahara Avenue to existing HOV lanes on US 95. NEGATIVE IMPACTS: The project would: convert up to 115 acres of land for transportation use; require 345 residential displacements and 445 to 456 commercial displacements; impact 35 to 37 noise receptors; remove up to 1,810 parking spaces; and affect 24 historic sites. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) Uniform Relocation Assistance and Uniform Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090323, 314 pages and maps, September 11, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-NV-EIS-09-01-D KW - Airports KW - Central Business Districts KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Railroads KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Nevada KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826379?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+15+%28I-15%29+CORRIDOR+IMPROVEMENTS+AND+LOCAL+ARTERIAL+IMPROVEMENTS+%28PROJECT+NEON%29%2C+LAS+VEGAS%2C+NEVADA.&rft.title=INTERSTATE+HIGHWAY+15+%28I-15%29+CORRIDOR+IMPROVEMENTS+AND+LOCAL+ARTERIAL+IMPROVEMENTS+%28PROJECT+NEON%29%2C+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Carson City, Nevada; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE HIGHWAY 15 (I-15) CORRIDOR IMPROVEMENTS AND LOCAL ARTERIAL IMPROVEMENTS (PROJECT NEON), LAS VEGAS, NEVADA. [Part 2 of 3] T2 - INTERSTATE HIGHWAY 15 (I-15) CORRIDOR IMPROVEMENTS AND LOCAL ARTERIAL IMPROVEMENTS (PROJECT NEON), LAS VEGAS, NEVADA. AN - 756826264; 14027-090323_0002 AB - PURPOSE: Major highway improvements to the Interstate 15 (I-15) corridor and local arteries, Clark County, Las Vegas, Nevada are proposed. Project NEON, as it is known, extends from the Sahara Avenue interchange on the south to the I-15/US Highway 95 (US 95)/I-515 interchange (the Las Vegas Spaghetti Bowl) on the north. The I-15 corridor, including Project NEON, serves the Las Vegas Valley as a transportation artery through downtown Las Vegas and the resort corridor, a 30-square-mile area centered on the Las Vegas strip, extending from downtown Las Vegas to new resorts and commercial developments being built south of I-215. It includes the Las Vegas Convention Center, several near-strip resorts, McCarran International Airport, and the University of Nevada Las Vegas (UNLV) campus. The project covers a distance of 3.7 miles on I-15 and integrates several major highway improvement components: expanding and improving the I-15 mainline, including high-occupancy vehicle (HOV) lanes, between Sahara Avenue and US 95; reconstructing the I-15/Charleston Boulevard interchange; adding freeway access near Alta Drive; grade separating Oakey Boulevard/Wyoming Avenue and the Union Pacific Railroad (UPRR) tracks; and creating a new arterial roadway connection over I-15, Charleston Boulevard, and the UPRR by connecting Martin Luther King Boulevard and Industrial Road. In addition to transportation demand management and transportation system management measures, this draft EIS analyzes a No Build Alternative, and two reasonable build alternatives which evolved from a structured alternatives development and evaluation process conducted between fall 2003 and 2009. Alternative G would provide four to five through lanes (depending on the location), two HOV lanes, and auxiliary lanes for northbound I-15 traffic, and also four to five through lanes, two HOV lanes, and auxiliary lanes for southbound I-15 traffic. A direct connector ramp would enhance the connection from northbound I-15 to northbound US 95. A similar ramp would enhance the connection between southbound US 95 and southbound I-15. South of Oakey Boulevard, Alternative G would shift the freeway centerline to the east, minimizing impacts to existing drainage facilities. The proposed action would improve the Martin Luther King Boulevard/Industrial Road Connector, including grade separating Oakey Boulevard and Wyoming Avenue over the Union Pacific Railroad and Industrial Road, and would reconstruct the Charleston Boulevard interchange (including improvements to Grand Central Parkway) and construct a half-diamond interchange at Alta Drive. Alternative H would provide four to five through lanes and two HOV lanes for northbound I-15 traffic, and four to five through lanes and two HOV lanes for southbound I-15 traffic. It would have northbound and southbound collector-distributor (C-D) roads to safely carry vehicles entering and exiting I-15 separate from the through lanes. The other major features of Alternative H are the same as those for Alternative G. Total cost for Project NEON is estimated at $1.4 to $1.9 billion. POSITIVE IMPACTS: The proposed project would address existing and future corridor deficiencies related to traffic demand/capacity, crash rates, operational deficiencies, and system linkage by separating freeway traffic from arterial traffic, reducing the merge and diverge sections where traffic entering or exiting the interstate conflicts with through traffic, and increasing I-15 capacity. It would accommodate economic redevelopment through improved access to downtown Las Vegas and the resort corridor, and it would accommodate traffic that would use HOV lanes from Sahara Avenue to existing HOV lanes on US 95. NEGATIVE IMPACTS: The project would: convert up to 115 acres of land for transportation use; require 345 residential displacements and 445 to 456 commercial displacements; impact 35 to 37 noise receptors; remove up to 1,810 parking spaces; and affect 24 historic sites. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) Uniform Relocation Assistance and Uniform Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090323, 314 pages and maps, September 11, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NV-EIS-09-01-D KW - Airports KW - Central Business Districts KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Railroads KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Nevada KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826264?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+15+%28I-15%29+CORRIDOR+IMPROVEMENTS+AND+LOCAL+ARTERIAL+IMPROVEMENTS+%28PROJECT+NEON%29%2C+LAS+VEGAS%2C+NEVADA.&rft.title=INTERSTATE+HIGHWAY+15+%28I-15%29+CORRIDOR+IMPROVEMENTS+AND+LOCAL+ARTERIAL+IMPROVEMENTS+%28PROJECT+NEON%29%2C+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Carson City, Nevada; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE HIGHWAY 15 (I-15) CORRIDOR IMPROVEMENTS AND LOCAL ARTERIAL IMPROVEMENTS (PROJECT NEON), LAS VEGAS, NEVADA. AN - 36353407; 14027 AB - PURPOSE: Major highway improvements to the Interstate 15 (I-15) corridor and local arteries, Clark County, Las Vegas, Nevada are proposed. Project NEON, as it is known, extends from the Sahara Avenue interchange on the south to the I-15/US Highway 95 (US 95)/I-515 interchange (the Las Vegas Spaghetti Bowl) on the north. The I-15 corridor, including Project NEON, serves the Las Vegas Valley as a transportation artery through downtown Las Vegas and the resort corridor, a 30-square-mile area centered on the Las Vegas strip, extending from downtown Las Vegas to new resorts and commercial developments being built south of I-215. It includes the Las Vegas Convention Center, several near-strip resorts, McCarran International Airport, and the University of Nevada Las Vegas (UNLV) campus. The project covers a distance of 3.7 miles on I-15 and integrates several major highway improvement components: expanding and improving the I-15 mainline, including high-occupancy vehicle (HOV) lanes, between Sahara Avenue and US 95; reconstructing the I-15/Charleston Boulevard interchange; adding freeway access near Alta Drive; grade separating Oakey Boulevard/Wyoming Avenue and the Union Pacific Railroad (UPRR) tracks; and creating a new arterial roadway connection over I-15, Charleston Boulevard, and the UPRR by connecting Martin Luther King Boulevard and Industrial Road. In addition to transportation demand management and transportation system management measures, this draft EIS analyzes a No Build Alternative, and two reasonable build alternatives which evolved from a structured alternatives development and evaluation process conducted between fall 2003 and 2009. Alternative G would provide four to five through lanes (depending on the location), two HOV lanes, and auxiliary lanes for northbound I-15 traffic, and also four to five through lanes, two HOV lanes, and auxiliary lanes for southbound I-15 traffic. A direct connector ramp would enhance the connection from northbound I-15 to northbound US 95. A similar ramp would enhance the connection between southbound US 95 and southbound I-15. South of Oakey Boulevard, Alternative G would shift the freeway centerline to the east, minimizing impacts to existing drainage facilities. The proposed action would improve the Martin Luther King Boulevard/Industrial Road Connector, including grade separating Oakey Boulevard and Wyoming Avenue over the Union Pacific Railroad and Industrial Road, and would reconstruct the Charleston Boulevard interchange (including improvements to Grand Central Parkway) and construct a half-diamond interchange at Alta Drive. Alternative H would provide four to five through lanes and two HOV lanes for northbound I-15 traffic, and four to five through lanes and two HOV lanes for southbound I-15 traffic. It would have northbound and southbound collector-distributor (C-D) roads to safely carry vehicles entering and exiting I-15 separate from the through lanes. The other major features of Alternative H are the same as those for Alternative G. Total cost for Project NEON is estimated at $1.4 to $1.9 billion. POSITIVE IMPACTS: The proposed project would address existing and future corridor deficiencies related to traffic demand/capacity, crash rates, operational deficiencies, and system linkage by separating freeway traffic from arterial traffic, reducing the merge and diverge sections where traffic entering or exiting the interstate conflicts with through traffic, and increasing I-15 capacity. It would accommodate economic redevelopment through improved access to downtown Las Vegas and the resort corridor, and it would accommodate traffic that would use HOV lanes from Sahara Avenue to existing HOV lanes on US 95. NEGATIVE IMPACTS: The project would: convert up to 115 acres of land for transportation use; require 345 residential displacements and 445 to 456 commercial displacements; impact 35 to 37 noise receptors; remove up to 1,810 parking spaces; and affect 24 historic sites. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) Uniform Relocation Assistance and Uniform Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090323, 314 pages and maps, September 11, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-NV-EIS-09-01-D KW - Airports KW - Central Business Districts KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Railroads KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Nevada KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36353407?accountid=14244 L2 - http://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=2009-09-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+HIGHWAY+15+%28I-15%29+CORRIDOR+IMPROVEMENTS+AND+LOCAL+ARTERIAL+IMPROVEMENTS+%28PROJECT+NEON%29%2C+LAS+VEGAS%2C+NEVADA.&rft.title=INTERSTATE+HIGHWAY+15+%28I-15%29+CORRIDOR+IMPROVEMENTS+AND+LOCAL+ARTERIAL+IMPROVEMENTS+%28PROJECT+NEON%29%2C+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Carson City, Nevada; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STREAMLINING OF THE PROCESSING OF EXPERIMENTAL PERMIT APPLICATIONS (FINAL PROGRAMMATIC ENVIRONMENTAL IMPACT STATEMENT). [Part 2 of 2] T2 - STREAMLINING OF THE PROCESSING OF EXPERIMENTAL PERMIT APPLICATIONS (FINAL PROGRAMMATIC ENVIRONMENTAL IMPACT STATEMENT). AN - 756826881; 14020-090316_0002 AB - PURPOSE: A streamlined process for issuing experimental permits to the commercial space flight industry for the launch and reentry of reusable suborbital rockets is proposed. Congress has directed the Federal Aviation Administration (FAA) to facilitate commercial rocket developers' research and development; and streamlining the issuance of experimental permits would implement that direction and intent. To examine the environmental impacts of an alternative approach for complying with the National Environmental Policy Act (NEPA) when reviewing applications, information and analyses common to all reusable suborbital rockets is provided in this final Programmatic EIS (PEIS). Under the proposed action, which is the preferred alternative, the FAA would issue experimental permits for the launch and reentry of reusable suborbital rockets from both FAA-licensed and non-licensed launch sites to individual launch operators using the PEIS as the basis for determining the environmental consequences of issuing the permits. Subsequent environmental analyses that fall under the scope of the PEIS could tier from this document and incorporate the findings of the PEIS by reference, allowing an applicant and the FAA to focus on the relevant and unique impacts of an experimental permit application. Under the No Action alternative, the FAA would continue issuing permits using its present method of analyzing environmental consequences, case by case, without tiering from a programmatic document. To assess the potential impacts of a single launch and reentry, the FAA considered a variety of liquid, solid, and hybrid propellants that could be used to operate a reusable suborbital rocket under an experimental permit and assumed that the total propellant capacity of a reusable suborbital rocket would not exceed 11,000 pounds. The FAA also estimated the proportion of experimental permits that would be issued to support three general flight profiles: 40 percent horizontal takeoff (rocket or jet powered), flight, and horizontal landing (glide or jet powered); 30 percent vertical takeoff (rocket powered), flight, and vertical landing (rocket powered or parachute); and 30 percent rocket-powered hovering flights (vertical takeoff and landing). Potential impacts of issuing an experimental permit for the operation of reusable suborbital rockets from anywhere in the United States and abroad were analyzed as well as the potential site-specific impacts of permitted launches from seven FAA-licensed commercial launch sites: California Spaceport, California; Mojave Air and Space Port, California; Kodiak Launch Complex, Alaska; Mid-Atlantic Regional Spaceport, Virginia; Space Florida Launch Complex-46 at Cape Canaveral Air Force Station, Florida; Oklahoma Spaceport, Oklahoma; Spaceport America, New Mexico; and one Federal range, the Shuttle Landing Facility at John F. Kennedy Space Center, Florida. POSITIVE IMPACTS: Environmental documents tiering from the PEIS would eliminate repetitive discussions of recurring issues and would focus on any unaddressed impacts or issues that are ready for decision. The proposed action would further the mission of the FAA to promote the growth of the U.S. space transportation industry while protecting public health and safety, the safety of property, and U.S. national security and foreign policy interests. NEGATIVE IMPACTS: The launch and landing of reusable suborbital rockets could result in adverse impacts to local vegetation and the noise associated with reusable suborbital launch could adversely impact wildlife. The proposed action could result in location- and species-specific adverse impacts to protected species and essential fish habitat. Deposition material associated with rocket engine emissions could result in local adverse impacts to freshwater and marine systems. Impacts from launch accidents would produce local air emissions, propellant spills, and potential safety impacts to people on site. The proposed action would make small incremental contributions to increasing global carbon dioxide concentrations, criteria pollutants, air toxics, precursors of acid rain, and regional haze. LEGAL MANDATES: Commercial Space Launch Amendments Act of 2004 and National Environment Policy Act of 1969. JF - EPA number: 090316, 350 pages, CD-ROM, September 4, 2009 PY - 2009 VL - 2 KW - Air Transportation KW - Aerospace KW - Air Quality KW - Airports KW - Carbon Dioxide KW - Chemicals KW - Emissions KW - Safety KW - Sonic Booms KW - Spacecraft KW - Transportation KW - Vegetation KW - Wildlife KW - Commercial Space Launch Amendments Act of 2004, Compliance KW - National Environment Policy Act of 1969, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826881?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STREAMLINING+OF+THE+PROCESSING+OF+EXPERIMENTAL+PERMIT+APPLICATIONS+%28FINAL+PROGRAMMATIC+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=STREAMLINING+OF+THE+PROCESSING+OF+EXPERIMENTAL+PERMIT+APPLICATIONS+%28FINAL+PROGRAMMATIC+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Fairfax, Virginia; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: September 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CRENSHAW TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 2 of 6] T2 - CRENSHAW TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 756826671; 14019-090315_0002 AB - PURPOSE: Transit service improvements in the Crenshaw Transit Corridor, a heavily-traveled corridor in Los Angeles County, California are proposed. The study area encompasses 33 square miles and portions of five jurisdictions: the cities of Los Angeles, Inglewood, Hawthorne, and El Segundo, as well as portions of unincorporated Los Angeles County. Three major interstate highways traverse the area including the Santa Monica Freeway (I-10) and Glenn Anderson Freeway (I-105), running east-west and the San Diego Freeway (I-405) which runs north-south. The Harbor Freeway (I-110) parallels the corridor, running north-south immediately east of the area. In addition to a No Build Alternative and a low cost transportation management (TSM) alternative, this draft EIS analyzes a Bus Rapid Transit (BRT) Alternative and a Light Rail Transit (LRT) Alternative. The BRT Alternative would provide new transit services in the corridor which would travel in mixed-traffic and in exclusive curb lanes. The BRT services would use low-floor, compressed natural gas powered, articulated vehicles with multi-doors for boarding. The BRT alignment would extend 12 miles from the Metro Purple Line/Wilshire/Western Station to the Metro Green Line Aviation/LAX Station and would include 12 stations. The LRT Alternative base alignment would extend 8.5 miles from the Expo LRT Line at the Crenshaw/Exposition Boulevards intersection to the Metro Green Line Aviation/LAX Station. The LRT alignment would be double-tracked and would consist of four components, at-grade street, at-grade railroad, aerial, and below-grade sections. Seven new stations would be provided and would be comprised of 270-foot long platforms that accommodate LRT trains with up to three cars. Construction would include installing trackwork, an overhead contact system distributing electricity to light rail vehicles (LRVs), traction power substations located about one mile apart, signaling and communications systems, and a vehicle maintenance and operations facility which would operate 24 hours a day, seven days a week. Six additional LRT Alternative design options are considered as variations to the Base LRT Alternative with variations on station designs and alignments. POSITIVE IMPACTS: Implementation of an effective north-south transportation network within the Crenshaw Transit Corridor would alleviate current and projected connectivity and mobility problems affecting corridor residents and businesses by providing essential linkages from residential areas to commercial, activity, employment, and institutional centers. NEGATIVE IMPACTS: The configuration of the BRT alternative could result in conflicts with right-turning vehicles and local buses in the semi-exclusive lanes in Crenshaw Boulevard. Thus, the BRT travel times and reliability would improve only marginally compared to the conventional rapid bus service. The LRT Alternative would have significantly higher capital costs and is constrained in terms of where it can operate. Infrastructure would create significant visual impacts. The LRT Alternative is subject to delays at arterial street intersections, similar to the TSM and BRT alternatives. The BRT Alternative would require 35 partial and one full property acquisition while the LRT Alternative would require 50 partial parcels and 6 full parcels. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Uniform Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090315, Draft EIS--950 pages, Appendix A--Engineering Drawings, September 4, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Cost Assessments KW - Motor Vehicles KW - Noise KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Traffic Analyses KW - Traffic Control 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/756826671?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CRENSHAW+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=CRENSHAW+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; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CRENSHAW TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 5 of 6] T2 - CRENSHAW TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 756826631; 14019-090315_0005 AB - PURPOSE: Transit service improvements in the Crenshaw Transit Corridor, a heavily-traveled corridor in Los Angeles County, California are proposed. The study area encompasses 33 square miles and portions of five jurisdictions: the cities of Los Angeles, Inglewood, Hawthorne, and El Segundo, as well as portions of unincorporated Los Angeles County. Three major interstate highways traverse the area including the Santa Monica Freeway (I-10) and Glenn Anderson Freeway (I-105), running east-west and the San Diego Freeway (I-405) which runs north-south. The Harbor Freeway (I-110) parallels the corridor, running north-south immediately east of the area. In addition to a No Build Alternative and a low cost transportation management (TSM) alternative, this draft EIS analyzes a Bus Rapid Transit (BRT) Alternative and a Light Rail Transit (LRT) Alternative. The BRT Alternative would provide new transit services in the corridor which would travel in mixed-traffic and in exclusive curb lanes. The BRT services would use low-floor, compressed natural gas powered, articulated vehicles with multi-doors for boarding. The BRT alignment would extend 12 miles from the Metro Purple Line/Wilshire/Western Station to the Metro Green Line Aviation/LAX Station and would include 12 stations. The LRT Alternative base alignment would extend 8.5 miles from the Expo LRT Line at the Crenshaw/Exposition Boulevards intersection to the Metro Green Line Aviation/LAX Station. The LRT alignment would be double-tracked and would consist of four components, at-grade street, at-grade railroad, aerial, and below-grade sections. Seven new stations would be provided and would be comprised of 270-foot long platforms that accommodate LRT trains with up to three cars. Construction would include installing trackwork, an overhead contact system distributing electricity to light rail vehicles (LRVs), traction power substations located about one mile apart, signaling and communications systems, and a vehicle maintenance and operations facility which would operate 24 hours a day, seven days a week. Six additional LRT Alternative design options are considered as variations to the Base LRT Alternative with variations on station designs and alignments. POSITIVE IMPACTS: Implementation of an effective north-south transportation network within the Crenshaw Transit Corridor would alleviate current and projected connectivity and mobility problems affecting corridor residents and businesses by providing essential linkages from residential areas to commercial, activity, employment, and institutional centers. NEGATIVE IMPACTS: The configuration of the BRT alternative could result in conflicts with right-turning vehicles and local buses in the semi-exclusive lanes in Crenshaw Boulevard. Thus, the BRT travel times and reliability would improve only marginally compared to the conventional rapid bus service. The LRT Alternative would have significantly higher capital costs and is constrained in terms of where it can operate. Infrastructure would create significant visual impacts. The LRT Alternative is subject to delays at arterial street intersections, similar to the TSM and BRT alternatives. The BRT Alternative would require 35 partial and one full property acquisition while the LRT Alternative would require 50 partial parcels and 6 full parcels. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Uniform Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090315, Draft EIS--950 pages, Appendix A--Engineering Drawings, September 4, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Cost Assessments KW - Motor Vehicles KW - Noise KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Traffic Analyses KW - Traffic Control 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/756826631?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CRENSHAW+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=CRENSHAW+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; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STREAMLINING OF THE PROCESSING OF EXPERIMENTAL PERMIT APPLICATIONS (FINAL PROGRAMMATIC ENVIRONMENTAL IMPACT STATEMENT). [Part 1 of 2] T2 - STREAMLINING OF THE PROCESSING OF EXPERIMENTAL PERMIT APPLICATIONS (FINAL PROGRAMMATIC ENVIRONMENTAL IMPACT STATEMENT). AN - 756826377; 14020-090316_0001 AB - PURPOSE: A streamlined process for issuing experimental permits to the commercial space flight industry for the launch and reentry of reusable suborbital rockets is proposed. Congress has directed the Federal Aviation Administration (FAA) to facilitate commercial rocket developers' research and development; and streamlining the issuance of experimental permits would implement that direction and intent. To examine the environmental impacts of an alternative approach for complying with the National Environmental Policy Act (NEPA) when reviewing applications, information and analyses common to all reusable suborbital rockets is provided in this final Programmatic EIS (PEIS). Under the proposed action, which is the preferred alternative, the FAA would issue experimental permits for the launch and reentry of reusable suborbital rockets from both FAA-licensed and non-licensed launch sites to individual launch operators using the PEIS as the basis for determining the environmental consequences of issuing the permits. Subsequent environmental analyses that fall under the scope of the PEIS could tier from this document and incorporate the findings of the PEIS by reference, allowing an applicant and the FAA to focus on the relevant and unique impacts of an experimental permit application. Under the No Action alternative, the FAA would continue issuing permits using its present method of analyzing environmental consequences, case by case, without tiering from a programmatic document. To assess the potential impacts of a single launch and reentry, the FAA considered a variety of liquid, solid, and hybrid propellants that could be used to operate a reusable suborbital rocket under an experimental permit and assumed that the total propellant capacity of a reusable suborbital rocket would not exceed 11,000 pounds. The FAA also estimated the proportion of experimental permits that would be issued to support three general flight profiles: 40 percent horizontal takeoff (rocket or jet powered), flight, and horizontal landing (glide or jet powered); 30 percent vertical takeoff (rocket powered), flight, and vertical landing (rocket powered or parachute); and 30 percent rocket-powered hovering flights (vertical takeoff and landing). Potential impacts of issuing an experimental permit for the operation of reusable suborbital rockets from anywhere in the United States and abroad were analyzed as well as the potential site-specific impacts of permitted launches from seven FAA-licensed commercial launch sites: California Spaceport, California; Mojave Air and Space Port, California; Kodiak Launch Complex, Alaska; Mid-Atlantic Regional Spaceport, Virginia; Space Florida Launch Complex-46 at Cape Canaveral Air Force Station, Florida; Oklahoma Spaceport, Oklahoma; Spaceport America, New Mexico; and one Federal range, the Shuttle Landing Facility at John F. Kennedy Space Center, Florida. POSITIVE IMPACTS: Environmental documents tiering from the PEIS would eliminate repetitive discussions of recurring issues and would focus on any unaddressed impacts or issues that are ready for decision. The proposed action would further the mission of the FAA to promote the growth of the U.S. space transportation industry while protecting public health and safety, the safety of property, and U.S. national security and foreign policy interests. NEGATIVE IMPACTS: The launch and landing of reusable suborbital rockets could result in adverse impacts to local vegetation and the noise associated with reusable suborbital launch could adversely impact wildlife. The proposed action could result in location- and species-specific adverse impacts to protected species and essential fish habitat. Deposition material associated with rocket engine emissions could result in local adverse impacts to freshwater and marine systems. Impacts from launch accidents would produce local air emissions, propellant spills, and potential safety impacts to people on site. The proposed action would make small incremental contributions to increasing global carbon dioxide concentrations, criteria pollutants, air toxics, precursors of acid rain, and regional haze. LEGAL MANDATES: Commercial Space Launch Amendments Act of 2004 and National Environment Policy Act of 1969. JF - EPA number: 090316, 350 pages, CD-ROM, September 4, 2009 PY - 2009 VL - 1 KW - Air Transportation KW - Aerospace KW - Air Quality KW - Airports KW - Carbon Dioxide KW - Chemicals KW - Emissions KW - Safety KW - Sonic Booms KW - Spacecraft KW - Transportation KW - Vegetation KW - Wildlife KW - Commercial Space Launch Amendments Act of 2004, Compliance KW - National Environment Policy Act of 1969, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826377?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STREAMLINING+OF+THE+PROCESSING+OF+EXPERIMENTAL+PERMIT+APPLICATIONS+%28FINAL+PROGRAMMATIC+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=STREAMLINING+OF+THE+PROCESSING+OF+EXPERIMENTAL+PERMIT+APPLICATIONS+%28FINAL+PROGRAMMATIC+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Fairfax, Virginia; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: September 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CRENSHAW TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 6 of 6] T2 - CRENSHAW TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 756826376; 14019-090315_0006 AB - PURPOSE: Transit service improvements in the Crenshaw Transit Corridor, a heavily-traveled corridor in Los Angeles County, California are proposed. The study area encompasses 33 square miles and portions of five jurisdictions: the cities of Los Angeles, Inglewood, Hawthorne, and El Segundo, as well as portions of unincorporated Los Angeles County. Three major interstate highways traverse the area including the Santa Monica Freeway (I-10) and Glenn Anderson Freeway (I-105), running east-west and the San Diego Freeway (I-405) which runs north-south. The Harbor Freeway (I-110) parallels the corridor, running north-south immediately east of the area. In addition to a No Build Alternative and a low cost transportation management (TSM) alternative, this draft EIS analyzes a Bus Rapid Transit (BRT) Alternative and a Light Rail Transit (LRT) Alternative. The BRT Alternative would provide new transit services in the corridor which would travel in mixed-traffic and in exclusive curb lanes. The BRT services would use low-floor, compressed natural gas powered, articulated vehicles with multi-doors for boarding. The BRT alignment would extend 12 miles from the Metro Purple Line/Wilshire/Western Station to the Metro Green Line Aviation/LAX Station and would include 12 stations. The LRT Alternative base alignment would extend 8.5 miles from the Expo LRT Line at the Crenshaw/Exposition Boulevards intersection to the Metro Green Line Aviation/LAX Station. The LRT alignment would be double-tracked and would consist of four components, at-grade street, at-grade railroad, aerial, and below-grade sections. Seven new stations would be provided and would be comprised of 270-foot long platforms that accommodate LRT trains with up to three cars. Construction would include installing trackwork, an overhead contact system distributing electricity to light rail vehicles (LRVs), traction power substations located about one mile apart, signaling and communications systems, and a vehicle maintenance and operations facility which would operate 24 hours a day, seven days a week. Six additional LRT Alternative design options are considered as variations to the Base LRT Alternative with variations on station designs and alignments. POSITIVE IMPACTS: Implementation of an effective north-south transportation network within the Crenshaw Transit Corridor would alleviate current and projected connectivity and mobility problems affecting corridor residents and businesses by providing essential linkages from residential areas to commercial, activity, employment, and institutional centers. NEGATIVE IMPACTS: The configuration of the BRT alternative could result in conflicts with right-turning vehicles and local buses in the semi-exclusive lanes in Crenshaw Boulevard. Thus, the BRT travel times and reliability would improve only marginally compared to the conventional rapid bus service. The LRT Alternative would have significantly higher capital costs and is constrained in terms of where it can operate. Infrastructure would create significant visual impacts. The LRT Alternative is subject to delays at arterial street intersections, similar to the TSM and BRT alternatives. The BRT Alternative would require 35 partial and one full property acquisition while the LRT Alternative would require 50 partial parcels and 6 full parcels. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Uniform Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090315, Draft EIS--950 pages, Appendix A--Engineering Drawings, September 4, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Cost Assessments KW - Motor Vehicles KW - Noise KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Traffic Analyses KW - Traffic Control 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/756826376?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CRENSHAW+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=CRENSHAW+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; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CRENSHAW TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 1 of 6] T2 - CRENSHAW TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 756826367; 14019-090315_0001 AB - PURPOSE: Transit service improvements in the Crenshaw Transit Corridor, a heavily-traveled corridor in Los Angeles County, California are proposed. The study area encompasses 33 square miles and portions of five jurisdictions: the cities of Los Angeles, Inglewood, Hawthorne, and El Segundo, as well as portions of unincorporated Los Angeles County. Three major interstate highways traverse the area including the Santa Monica Freeway (I-10) and Glenn Anderson Freeway (I-105), running east-west and the San Diego Freeway (I-405) which runs north-south. The Harbor Freeway (I-110) parallels the corridor, running north-south immediately east of the area. In addition to a No Build Alternative and a low cost transportation management (TSM) alternative, this draft EIS analyzes a Bus Rapid Transit (BRT) Alternative and a Light Rail Transit (LRT) Alternative. The BRT Alternative would provide new transit services in the corridor which would travel in mixed-traffic and in exclusive curb lanes. The BRT services would use low-floor, compressed natural gas powered, articulated vehicles with multi-doors for boarding. The BRT alignment would extend 12 miles from the Metro Purple Line/Wilshire/Western Station to the Metro Green Line Aviation/LAX Station and would include 12 stations. The LRT Alternative base alignment would extend 8.5 miles from the Expo LRT Line at the Crenshaw/Exposition Boulevards intersection to the Metro Green Line Aviation/LAX Station. The LRT alignment would be double-tracked and would consist of four components, at-grade street, at-grade railroad, aerial, and below-grade sections. Seven new stations would be provided and would be comprised of 270-foot long platforms that accommodate LRT trains with up to three cars. Construction would include installing trackwork, an overhead contact system distributing electricity to light rail vehicles (LRVs), traction power substations located about one mile apart, signaling and communications systems, and a vehicle maintenance and operations facility which would operate 24 hours a day, seven days a week. Six additional LRT Alternative design options are considered as variations to the Base LRT Alternative with variations on station designs and alignments. POSITIVE IMPACTS: Implementation of an effective north-south transportation network within the Crenshaw Transit Corridor would alleviate current and projected connectivity and mobility problems affecting corridor residents and businesses by providing essential linkages from residential areas to commercial, activity, employment, and institutional centers. NEGATIVE IMPACTS: The configuration of the BRT alternative could result in conflicts with right-turning vehicles and local buses in the semi-exclusive lanes in Crenshaw Boulevard. Thus, the BRT travel times and reliability would improve only marginally compared to the conventional rapid bus service. The LRT Alternative would have significantly higher capital costs and is constrained in terms of where it can operate. Infrastructure would create significant visual impacts. The LRT Alternative is subject to delays at arterial street intersections, similar to the TSM and BRT alternatives. The BRT Alternative would require 35 partial and one full property acquisition while the LRT Alternative would require 50 partial parcels and 6 full parcels. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Uniform Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090315, Draft EIS--950 pages, Appendix A--Engineering Drawings, September 4, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Cost Assessments KW - Motor Vehicles KW - Noise KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Traffic Analyses KW - Traffic Control 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/756826367?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CRENSHAW+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=CRENSHAW+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; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CRENSHAW TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 4 of 6] T2 - CRENSHAW TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 756826361; 14019-090315_0004 AB - PURPOSE: Transit service improvements in the Crenshaw Transit Corridor, a heavily-traveled corridor in Los Angeles County, California are proposed. The study area encompasses 33 square miles and portions of five jurisdictions: the cities of Los Angeles, Inglewood, Hawthorne, and El Segundo, as well as portions of unincorporated Los Angeles County. Three major interstate highways traverse the area including the Santa Monica Freeway (I-10) and Glenn Anderson Freeway (I-105), running east-west and the San Diego Freeway (I-405) which runs north-south. The Harbor Freeway (I-110) parallels the corridor, running north-south immediately east of the area. In addition to a No Build Alternative and a low cost transportation management (TSM) alternative, this draft EIS analyzes a Bus Rapid Transit (BRT) Alternative and a Light Rail Transit (LRT) Alternative. The BRT Alternative would provide new transit services in the corridor which would travel in mixed-traffic and in exclusive curb lanes. The BRT services would use low-floor, compressed natural gas powered, articulated vehicles with multi-doors for boarding. The BRT alignment would extend 12 miles from the Metro Purple Line/Wilshire/Western Station to the Metro Green Line Aviation/LAX Station and would include 12 stations. The LRT Alternative base alignment would extend 8.5 miles from the Expo LRT Line at the Crenshaw/Exposition Boulevards intersection to the Metro Green Line Aviation/LAX Station. The LRT alignment would be double-tracked and would consist of four components, at-grade street, at-grade railroad, aerial, and below-grade sections. Seven new stations would be provided and would be comprised of 270-foot long platforms that accommodate LRT trains with up to three cars. Construction would include installing trackwork, an overhead contact system distributing electricity to light rail vehicles (LRVs), traction power substations located about one mile apart, signaling and communications systems, and a vehicle maintenance and operations facility which would operate 24 hours a day, seven days a week. Six additional LRT Alternative design options are considered as variations to the Base LRT Alternative with variations on station designs and alignments. POSITIVE IMPACTS: Implementation of an effective north-south transportation network within the Crenshaw Transit Corridor would alleviate current and projected connectivity and mobility problems affecting corridor residents and businesses by providing essential linkages from residential areas to commercial, activity, employment, and institutional centers. NEGATIVE IMPACTS: The configuration of the BRT alternative could result in conflicts with right-turning vehicles and local buses in the semi-exclusive lanes in Crenshaw Boulevard. Thus, the BRT travel times and reliability would improve only marginally compared to the conventional rapid bus service. The LRT Alternative would have significantly higher capital costs and is constrained in terms of where it can operate. Infrastructure would create significant visual impacts. The LRT Alternative is subject to delays at arterial street intersections, similar to the TSM and BRT alternatives. The BRT Alternative would require 35 partial and one full property acquisition while the LRT Alternative would require 50 partial parcels and 6 full parcels. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Uniform Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090315, Draft EIS--950 pages, Appendix A--Engineering Drawings, September 4, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Cost Assessments KW - Motor Vehicles KW - Noise KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Traffic Analyses KW - Traffic Control 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/756826361?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CRENSHAW+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=CRENSHAW+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; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CRENSHAW TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 3 of 6] T2 - CRENSHAW TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 756826220; 14019-090315_0003 AB - PURPOSE: Transit service improvements in the Crenshaw Transit Corridor, a heavily-traveled corridor in Los Angeles County, California are proposed. The study area encompasses 33 square miles and portions of five jurisdictions: the cities of Los Angeles, Inglewood, Hawthorne, and El Segundo, as well as portions of unincorporated Los Angeles County. Three major interstate highways traverse the area including the Santa Monica Freeway (I-10) and Glenn Anderson Freeway (I-105), running east-west and the San Diego Freeway (I-405) which runs north-south. The Harbor Freeway (I-110) parallels the corridor, running north-south immediately east of the area. In addition to a No Build Alternative and a low cost transportation management (TSM) alternative, this draft EIS analyzes a Bus Rapid Transit (BRT) Alternative and a Light Rail Transit (LRT) Alternative. The BRT Alternative would provide new transit services in the corridor which would travel in mixed-traffic and in exclusive curb lanes. The BRT services would use low-floor, compressed natural gas powered, articulated vehicles with multi-doors for boarding. The BRT alignment would extend 12 miles from the Metro Purple Line/Wilshire/Western Station to the Metro Green Line Aviation/LAX Station and would include 12 stations. The LRT Alternative base alignment would extend 8.5 miles from the Expo LRT Line at the Crenshaw/Exposition Boulevards intersection to the Metro Green Line Aviation/LAX Station. The LRT alignment would be double-tracked and would consist of four components, at-grade street, at-grade railroad, aerial, and below-grade sections. Seven new stations would be provided and would be comprised of 270-foot long platforms that accommodate LRT trains with up to three cars. Construction would include installing trackwork, an overhead contact system distributing electricity to light rail vehicles (LRVs), traction power substations located about one mile apart, signaling and communications systems, and a vehicle maintenance and operations facility which would operate 24 hours a day, seven days a week. Six additional LRT Alternative design options are considered as variations to the Base LRT Alternative with variations on station designs and alignments. POSITIVE IMPACTS: Implementation of an effective north-south transportation network within the Crenshaw Transit Corridor would alleviate current and projected connectivity and mobility problems affecting corridor residents and businesses by providing essential linkages from residential areas to commercial, activity, employment, and institutional centers. NEGATIVE IMPACTS: The configuration of the BRT alternative could result in conflicts with right-turning vehicles and local buses in the semi-exclusive lanes in Crenshaw Boulevard. Thus, the BRT travel times and reliability would improve only marginally compared to the conventional rapid bus service. The LRT Alternative would have significantly higher capital costs and is constrained in terms of where it can operate. Infrastructure would create significant visual impacts. The LRT Alternative is subject to delays at arterial street intersections, similar to the TSM and BRT alternatives. The BRT Alternative would require 35 partial and one full property acquisition while the LRT Alternative would require 50 partial parcels and 6 full parcels. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Uniform Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090315, Draft EIS--950 pages, Appendix A--Engineering Drawings, September 4, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Cost Assessments KW - Motor Vehicles KW - Noise KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Traffic Analyses KW - Traffic Control 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/756826220?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CRENSHAW+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=CRENSHAW+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; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CRENSHAW TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 36345423; 14019 AB - PURPOSE: Transit service improvements in the Crenshaw Transit Corridor, a heavily-traveled corridor in Los Angeles County, California are proposed. The study area encompasses 33 square miles and portions of five jurisdictions: the cities of Los Angeles, Inglewood, Hawthorne, and El Segundo, as well as portions of unincorporated Los Angeles County. Three major interstate highways traverse the area including the Santa Monica Freeway (I-10) and Glenn Anderson Freeway (I-105), running east-west and the San Diego Freeway (I-405) which runs north-south. The Harbor Freeway (I-110) parallels the corridor, running north-south immediately east of the area. In addition to a No Build Alternative and a low cost transportation management (TSM) alternative, this draft EIS analyzes a Bus Rapid Transit (BRT) Alternative and a Light Rail Transit (LRT) Alternative. The BRT Alternative would provide new transit services in the corridor which would travel in mixed-traffic and in exclusive curb lanes. The BRT services would use low-floor, compressed natural gas powered, articulated vehicles with multi-doors for boarding. The BRT alignment would extend 12 miles from the Metro Purple Line/Wilshire/Western Station to the Metro Green Line Aviation/LAX Station and would include 12 stations. The LRT Alternative base alignment would extend 8.5 miles from the Expo LRT Line at the Crenshaw/Exposition Boulevards intersection to the Metro Green Line Aviation/LAX Station. The LRT alignment would be double-tracked and would consist of four components, at-grade street, at-grade railroad, aerial, and below-grade sections. Seven new stations would be provided and would be comprised of 270-foot long platforms that accommodate LRT trains with up to three cars. Construction would include installing trackwork, an overhead contact system distributing electricity to light rail vehicles (LRVs), traction power substations located about one mile apart, signaling and communications systems, and a vehicle maintenance and operations facility which would operate 24 hours a day, seven days a week. Six additional LRT Alternative design options are considered as variations to the Base LRT Alternative with variations on station designs and alignments. POSITIVE IMPACTS: Implementation of an effective north-south transportation network within the Crenshaw Transit Corridor would alleviate current and projected connectivity and mobility problems affecting corridor residents and businesses by providing essential linkages from residential areas to commercial, activity, employment, and institutional centers. NEGATIVE IMPACTS: The configuration of the BRT alternative could result in conflicts with right-turning vehicles and local buses in the semi-exclusive lanes in Crenshaw Boulevard. Thus, the BRT travel times and reliability would improve only marginally compared to the conventional rapid bus service. The LRT Alternative would have significantly higher capital costs and is constrained in terms of where it can operate. Infrastructure would create significant visual impacts. The LRT Alternative is subject to delays at arterial street intersections, similar to the TSM and BRT alternatives. The BRT Alternative would require 35 partial and one full property acquisition while the LRT Alternative would require 50 partial parcels and 6 full parcels. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Uniform Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090315, Draft EIS--950 pages, Appendix A--Engineering Drawings, September 4, 2009 PY - 2009 KW - Roads and Railroads KW - Cost Assessments KW - Motor Vehicles KW - Noise KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Traffic Analyses KW - Traffic Control 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/36345423?accountid=14244 L2 - http://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=2009-09-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CRENSHAW+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=CRENSHAW+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; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STREAMLINING OF THE PROCESSING OF EXPERIMENTAL PERMIT APPLICATIONS (FINAL PROGRAMMATIC ENVIRONMENTAL IMPACT STATEMENT). AN - 15223118; 14020 AB - PURPOSE: A streamlined process for issuing experimental permits to the commercial space flight industry for the launch and reentry of reusable suborbital rockets is proposed. Congress has directed the Federal Aviation Administration (FAA) to facilitate commercial rocket developers' research and development; and streamlining the issuance of experimental permits would implement that direction and intent. To examine the environmental impacts of an alternative approach for complying with the National Environmental Policy Act (NEPA) when reviewing applications, information and analyses common to all reusable suborbital rockets is provided in this final Programmatic EIS (PEIS). Under the proposed action, which is the preferred alternative, the FAA would issue experimental permits for the launch and reentry of reusable suborbital rockets from both FAA-licensed and non-licensed launch sites to individual launch operators using the PEIS as the basis for determining the environmental consequences of issuing the permits. Subsequent environmental analyses that fall under the scope of the PEIS could tier from this document and incorporate the findings of the PEIS by reference, allowing an applicant and the FAA to focus on the relevant and unique impacts of an experimental permit application. Under the No Action alternative, the FAA would continue issuing permits using its present method of analyzing environmental consequences, case by case, without tiering from a programmatic document. To assess the potential impacts of a single launch and reentry, the FAA considered a variety of liquid, solid, and hybrid propellants that could be used to operate a reusable suborbital rocket under an experimental permit and assumed that the total propellant capacity of a reusable suborbital rocket would not exceed 11,000 pounds. The FAA also estimated the proportion of experimental permits that would be issued to support three general flight profiles: 40 percent horizontal takeoff (rocket or jet powered), flight, and horizontal landing (glide or jet powered); 30 percent vertical takeoff (rocket powered), flight, and vertical landing (rocket powered or parachute); and 30 percent rocket-powered hovering flights (vertical takeoff and landing). Potential impacts of issuing an experimental permit for the operation of reusable suborbital rockets from anywhere in the United States and abroad were analyzed as well as the potential site-specific impacts of permitted launches from seven FAA-licensed commercial launch sites: California Spaceport, California; Mojave Air and Space Port, California; Kodiak Launch Complex, Alaska; Mid-Atlantic Regional Spaceport, Virginia; Space Florida Launch Complex-46 at Cape Canaveral Air Force Station, Florida; Oklahoma Spaceport, Oklahoma; Spaceport America, New Mexico; and one Federal range, the Shuttle Landing Facility at John F. Kennedy Space Center, Florida. POSITIVE IMPACTS: Environmental documents tiering from the PEIS would eliminate repetitive discussions of recurring issues and would focus on any unaddressed impacts or issues that are ready for decision. The proposed action would further the mission of the FAA to promote the growth of the U.S. space transportation industry while protecting public health and safety, the safety of property, and U.S. national security and foreign policy interests. NEGATIVE IMPACTS: The launch and landing of reusable suborbital rockets could result in adverse impacts to local vegetation and the noise associated with reusable suborbital launch could adversely impact wildlife. The proposed action could result in location- and species-specific adverse impacts to protected species and essential fish habitat. Deposition material associated with rocket engine emissions could result in local adverse impacts to freshwater and marine systems. Impacts from launch accidents would produce local air emissions, propellant spills, and potential safety impacts to people on site. The proposed action would make small incremental contributions to increasing global carbon dioxide concentrations, criteria pollutants, air toxics, precursors of acid rain, and regional haze. LEGAL MANDATES: Commercial Space Launch Amendments Act of 2004 and National Environment Policy Act of 1969. JF - EPA number: 090316, 350 pages, CD-ROM, September 4, 2009 PY - 2009 KW - Air Transportation KW - Aerospace KW - Air Quality KW - Airports KW - Carbon Dioxide KW - Chemicals KW - Emissions KW - Safety KW - Sonic Booms KW - Spacecraft KW - Transportation KW - Vegetation KW - Wildlife KW - Commercial Space Launch Amendments Act of 2004, Compliance KW - National Environment Policy Act of 1969, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15223118?accountid=14244 L2 - http://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=2009-09-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STREAMLINING+OF+THE+PROCESSING+OF+EXPERIMENTAL+PERMIT+APPLICATIONS+%28FINAL+PROGRAMMATIC+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=STREAMLINING+OF+THE+PROCESSING+OF+EXPERIMENTAL+PERMIT+APPLICATIONS+%28FINAL+PROGRAMMATIC+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Fairfax, Virginia; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: September 4, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). [Part 7 of 9] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). AN - 756826916; 14018-090314_0007 AB - PURPOSE: A multimodal transportation concept for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois is proposed. The six-county Chicago metropolitan area is home to more than nine million people, 5.1 million jobs, and a $500 billion economy. The EO-WB study area is about 17 miles northwest of Chicago's central business district and is strategically located at a transportation crossroads that includes O'Hare International Airport; a network of freeways and tollways including I-90, I-190, I-294, Elgin O'Hare Expressway and I-290; transit facilities (including Metra rail lines and Pace bus service); and freight rail service and multimodal transfer facilities. Given its geographic position as a transportation and employment hub, 18 percent of all vehicle trips in the region occur in the EO-WB study area, and traffic congestion throughout the roadway system is severe. Roughly 86 percent of the area's interstate highways and major arterials are congested and that figure is projected to grow to 91 percent by 2030. Congestion on major roads will spill over to secondary roads, with 70 percent of minor arterials congested by 2030 and travel delay increasing to 52 percent. The Illinois Department of Transportation, in consultation with the Federal Highway Administration has conducted a study of alternative multimodal transportation solutions for the area, which comprises 127 square miles and 27 communities. The study is being advanced in two parts, or tiers. During Tier One, a preferred multimodal transportation concept for the study area, priorities for improvement, and financing strategies are identified and provide a basis for hardship or protective right-of-way acquisition. During Tier Two, detailed engineering and environmental studies are conducted for elements of the conceptual plan. Alternatives under consideration in this draft Tier One EIS include a No Action Alternative which consists of transportation improvements that are expected to be constructed within the study area by 2030 under current funding levels and thus does not include the major improvements considered in this study. The build alternatives (Alternative 203 and Alternative 402) that emerged from a comprehensive evaluation of travel performance, environmental and social impacts, and costs are similar except for their proposed configuration north of Thorndale Avenue. The proposed build alternatives would provide more than 40 miles of freeway and arterial improvements. Both roadway alternatives would include transit, bicycle/pedestrian, and freight rail improvements, and travel demand management and transportation system management strategies. The proposed set of transit improvements has 15 elements consisting of corridors that would provide commuter rail service, rail or bus rapid transit, express bus, local bus, and shuttles. Other facets include new stations, intermodal facilities or transit centers, and park and ride facilities. Total construction costs for Alternative 203 and Alternative 402 are estimated at $3.0 billion and $2.3 billion, respectively. POSITIVE IMPACTS: The build alternatives would increase the overall system efficiency up to 10 percent, reduce congestion on secondary roads up to 15 percent, increase speed up to eight percent, and increase transit trips. The build alternatives would directly create 9,200 and 7,000 jobs per year from the construction of Alternative 203 or Alternative 402, respectively. The project investment would include added job growth totaling 21,600 and 16,600 for Alternative 203 or Alternative 402, respectively. NEGATIVE IMPACTS: The build alternatives would entail loss of up to 39 acres of wetlands, 27 acres of floodplains, and seven acres of park or forest preserve properties. Depending on the alternative and south bypass connection option selected, up to 18 homes, 38 industrial structures, 12 commercial structures, and 57 businesses would be displaced and 730 to 1,200 employees would be displaced. Tax revenue loss would be up to $4.45 million. JF - EPA number: 090314, 485 pages and maps, September 2, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Watersheds KW - Wetlands KW - Illinois UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826916?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). [Part 6 of 9] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). AN - 756826910; 14018-090314_0006 AB - PURPOSE: A multimodal transportation concept for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois is proposed. The six-county Chicago metropolitan area is home to more than nine million people, 5.1 million jobs, and a $500 billion economy. The EO-WB study area is about 17 miles northwest of Chicago's central business district and is strategically located at a transportation crossroads that includes O'Hare International Airport; a network of freeways and tollways including I-90, I-190, I-294, Elgin O'Hare Expressway and I-290; transit facilities (including Metra rail lines and Pace bus service); and freight rail service and multimodal transfer facilities. Given its geographic position as a transportation and employment hub, 18 percent of all vehicle trips in the region occur in the EO-WB study area, and traffic congestion throughout the roadway system is severe. Roughly 86 percent of the area's interstate highways and major arterials are congested and that figure is projected to grow to 91 percent by 2030. Congestion on major roads will spill over to secondary roads, with 70 percent of minor arterials congested by 2030 and travel delay increasing to 52 percent. The Illinois Department of Transportation, in consultation with the Federal Highway Administration has conducted a study of alternative multimodal transportation solutions for the area, which comprises 127 square miles and 27 communities. The study is being advanced in two parts, or tiers. During Tier One, a preferred multimodal transportation concept for the study area, priorities for improvement, and financing strategies are identified and provide a basis for hardship or protective right-of-way acquisition. During Tier Two, detailed engineering and environmental studies are conducted for elements of the conceptual plan. Alternatives under consideration in this draft Tier One EIS include a No Action Alternative which consists of transportation improvements that are expected to be constructed within the study area by 2030 under current funding levels and thus does not include the major improvements considered in this study. The build alternatives (Alternative 203 and Alternative 402) that emerged from a comprehensive evaluation of travel performance, environmental and social impacts, and costs are similar except for their proposed configuration north of Thorndale Avenue. The proposed build alternatives would provide more than 40 miles of freeway and arterial improvements. Both roadway alternatives would include transit, bicycle/pedestrian, and freight rail improvements, and travel demand management and transportation system management strategies. The proposed set of transit improvements has 15 elements consisting of corridors that would provide commuter rail service, rail or bus rapid transit, express bus, local bus, and shuttles. Other facets include new stations, intermodal facilities or transit centers, and park and ride facilities. Total construction costs for Alternative 203 and Alternative 402 are estimated at $3.0 billion and $2.3 billion, respectively. POSITIVE IMPACTS: The build alternatives would increase the overall system efficiency up to 10 percent, reduce congestion on secondary roads up to 15 percent, increase speed up to eight percent, and increase transit trips. The build alternatives would directly create 9,200 and 7,000 jobs per year from the construction of Alternative 203 or Alternative 402, respectively. The project investment would include added job growth totaling 21,600 and 16,600 for Alternative 203 or Alternative 402, respectively. NEGATIVE IMPACTS: The build alternatives would entail loss of up to 39 acres of wetlands, 27 acres of floodplains, and seven acres of park or forest preserve properties. Depending on the alternative and south bypass connection option selected, up to 18 homes, 38 industrial structures, 12 commercial structures, and 57 businesses would be displaced and 730 to 1,200 employees would be displaced. Tax revenue loss would be up to $4.45 million. JF - EPA number: 090314, 485 pages and maps, September 2, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Watersheds KW - Wetlands KW - Illinois UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826910?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). [Part 5 of 9] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). AN - 756826895; 14018-090314_0005 AB - PURPOSE: A multimodal transportation concept for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois is proposed. The six-county Chicago metropolitan area is home to more than nine million people, 5.1 million jobs, and a $500 billion economy. The EO-WB study area is about 17 miles northwest of Chicago's central business district and is strategically located at a transportation crossroads that includes O'Hare International Airport; a network of freeways and tollways including I-90, I-190, I-294, Elgin O'Hare Expressway and I-290; transit facilities (including Metra rail lines and Pace bus service); and freight rail service and multimodal transfer facilities. Given its geographic position as a transportation and employment hub, 18 percent of all vehicle trips in the region occur in the EO-WB study area, and traffic congestion throughout the roadway system is severe. Roughly 86 percent of the area's interstate highways and major arterials are congested and that figure is projected to grow to 91 percent by 2030. Congestion on major roads will spill over to secondary roads, with 70 percent of minor arterials congested by 2030 and travel delay increasing to 52 percent. The Illinois Department of Transportation, in consultation with the Federal Highway Administration has conducted a study of alternative multimodal transportation solutions for the area, which comprises 127 square miles and 27 communities. The study is being advanced in two parts, or tiers. During Tier One, a preferred multimodal transportation concept for the study area, priorities for improvement, and financing strategies are identified and provide a basis for hardship or protective right-of-way acquisition. During Tier Two, detailed engineering and environmental studies are conducted for elements of the conceptual plan. Alternatives under consideration in this draft Tier One EIS include a No Action Alternative which consists of transportation improvements that are expected to be constructed within the study area by 2030 under current funding levels and thus does not include the major improvements considered in this study. The build alternatives (Alternative 203 and Alternative 402) that emerged from a comprehensive evaluation of travel performance, environmental and social impacts, and costs are similar except for their proposed configuration north of Thorndale Avenue. The proposed build alternatives would provide more than 40 miles of freeway and arterial improvements. Both roadway alternatives would include transit, bicycle/pedestrian, and freight rail improvements, and travel demand management and transportation system management strategies. The proposed set of transit improvements has 15 elements consisting of corridors that would provide commuter rail service, rail or bus rapid transit, express bus, local bus, and shuttles. Other facets include new stations, intermodal facilities or transit centers, and park and ride facilities. Total construction costs for Alternative 203 and Alternative 402 are estimated at $3.0 billion and $2.3 billion, respectively. POSITIVE IMPACTS: The build alternatives would increase the overall system efficiency up to 10 percent, reduce congestion on secondary roads up to 15 percent, increase speed up to eight percent, and increase transit trips. The build alternatives would directly create 9,200 and 7,000 jobs per year from the construction of Alternative 203 or Alternative 402, respectively. The project investment would include added job growth totaling 21,600 and 16,600 for Alternative 203 or Alternative 402, respectively. NEGATIVE IMPACTS: The build alternatives would entail loss of up to 39 acres of wetlands, 27 acres of floodplains, and seven acres of park or forest preserve properties. Depending on the alternative and south bypass connection option selected, up to 18 homes, 38 industrial structures, 12 commercial structures, and 57 businesses would be displaced and 730 to 1,200 employees would be displaced. Tax revenue loss would be up to $4.45 million. JF - EPA number: 090314, 485 pages and maps, September 2, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Watersheds KW - Wetlands KW - Illinois UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826895?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). [Part 3 of 9] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). AN - 756826891; 14018-090314_0003 AB - PURPOSE: A multimodal transportation concept for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois is proposed. The six-county Chicago metropolitan area is home to more than nine million people, 5.1 million jobs, and a $500 billion economy. The EO-WB study area is about 17 miles northwest of Chicago's central business district and is strategically located at a transportation crossroads that includes O'Hare International Airport; a network of freeways and tollways including I-90, I-190, I-294, Elgin O'Hare Expressway and I-290; transit facilities (including Metra rail lines and Pace bus service); and freight rail service and multimodal transfer facilities. Given its geographic position as a transportation and employment hub, 18 percent of all vehicle trips in the region occur in the EO-WB study area, and traffic congestion throughout the roadway system is severe. Roughly 86 percent of the area's interstate highways and major arterials are congested and that figure is projected to grow to 91 percent by 2030. Congestion on major roads will spill over to secondary roads, with 70 percent of minor arterials congested by 2030 and travel delay increasing to 52 percent. The Illinois Department of Transportation, in consultation with the Federal Highway Administration has conducted a study of alternative multimodal transportation solutions for the area, which comprises 127 square miles and 27 communities. The study is being advanced in two parts, or tiers. During Tier One, a preferred multimodal transportation concept for the study area, priorities for improvement, and financing strategies are identified and provide a basis for hardship or protective right-of-way acquisition. During Tier Two, detailed engineering and environmental studies are conducted for elements of the conceptual plan. Alternatives under consideration in this draft Tier One EIS include a No Action Alternative which consists of transportation improvements that are expected to be constructed within the study area by 2030 under current funding levels and thus does not include the major improvements considered in this study. The build alternatives (Alternative 203 and Alternative 402) that emerged from a comprehensive evaluation of travel performance, environmental and social impacts, and costs are similar except for their proposed configuration north of Thorndale Avenue. The proposed build alternatives would provide more than 40 miles of freeway and arterial improvements. Both roadway alternatives would include transit, bicycle/pedestrian, and freight rail improvements, and travel demand management and transportation system management strategies. The proposed set of transit improvements has 15 elements consisting of corridors that would provide commuter rail service, rail or bus rapid transit, express bus, local bus, and shuttles. Other facets include new stations, intermodal facilities or transit centers, and park and ride facilities. Total construction costs for Alternative 203 and Alternative 402 are estimated at $3.0 billion and $2.3 billion, respectively. POSITIVE IMPACTS: The build alternatives would increase the overall system efficiency up to 10 percent, reduce congestion on secondary roads up to 15 percent, increase speed up to eight percent, and increase transit trips. The build alternatives would directly create 9,200 and 7,000 jobs per year from the construction of Alternative 203 or Alternative 402, respectively. The project investment would include added job growth totaling 21,600 and 16,600 for Alternative 203 or Alternative 402, respectively. NEGATIVE IMPACTS: The build alternatives would entail loss of up to 39 acres of wetlands, 27 acres of floodplains, and seven acres of park or forest preserve properties. Depending on the alternative and south bypass connection option selected, up to 18 homes, 38 industrial structures, 12 commercial structures, and 57 businesses would be displaced and 730 to 1,200 employees would be displaced. Tax revenue loss would be up to $4.45 million. JF - EPA number: 090314, 485 pages and maps, September 2, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Watersheds KW - Wetlands KW - Illinois UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826891?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). [Part 1 of 9] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). AN - 756826886; 14018-090314_0001 AB - PURPOSE: A multimodal transportation concept for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois is proposed. The six-county Chicago metropolitan area is home to more than nine million people, 5.1 million jobs, and a $500 billion economy. The EO-WB study area is about 17 miles northwest of Chicago's central business district and is strategically located at a transportation crossroads that includes O'Hare International Airport; a network of freeways and tollways including I-90, I-190, I-294, Elgin O'Hare Expressway and I-290; transit facilities (including Metra rail lines and Pace bus service); and freight rail service and multimodal transfer facilities. Given its geographic position as a transportation and employment hub, 18 percent of all vehicle trips in the region occur in the EO-WB study area, and traffic congestion throughout the roadway system is severe. Roughly 86 percent of the area's interstate highways and major arterials are congested and that figure is projected to grow to 91 percent by 2030. Congestion on major roads will spill over to secondary roads, with 70 percent of minor arterials congested by 2030 and travel delay increasing to 52 percent. The Illinois Department of Transportation, in consultation with the Federal Highway Administration has conducted a study of alternative multimodal transportation solutions for the area, which comprises 127 square miles and 27 communities. The study is being advanced in two parts, or tiers. During Tier One, a preferred multimodal transportation concept for the study area, priorities for improvement, and financing strategies are identified and provide a basis for hardship or protective right-of-way acquisition. During Tier Two, detailed engineering and environmental studies are conducted for elements of the conceptual plan. Alternatives under consideration in this draft Tier One EIS include a No Action Alternative which consists of transportation improvements that are expected to be constructed within the study area by 2030 under current funding levels and thus does not include the major improvements considered in this study. The build alternatives (Alternative 203 and Alternative 402) that emerged from a comprehensive evaluation of travel performance, environmental and social impacts, and costs are similar except for their proposed configuration north of Thorndale Avenue. The proposed build alternatives would provide more than 40 miles of freeway and arterial improvements. Both roadway alternatives would include transit, bicycle/pedestrian, and freight rail improvements, and travel demand management and transportation system management strategies. The proposed set of transit improvements has 15 elements consisting of corridors that would provide commuter rail service, rail or bus rapid transit, express bus, local bus, and shuttles. Other facets include new stations, intermodal facilities or transit centers, and park and ride facilities. Total construction costs for Alternative 203 and Alternative 402 are estimated at $3.0 billion and $2.3 billion, respectively. POSITIVE IMPACTS: The build alternatives would increase the overall system efficiency up to 10 percent, reduce congestion on secondary roads up to 15 percent, increase speed up to eight percent, and increase transit trips. The build alternatives would directly create 9,200 and 7,000 jobs per year from the construction of Alternative 203 or Alternative 402, respectively. The project investment would include added job growth totaling 21,600 and 16,600 for Alternative 203 or Alternative 402, respectively. NEGATIVE IMPACTS: The build alternatives would entail loss of up to 39 acres of wetlands, 27 acres of floodplains, and seven acres of park or forest preserve properties. Depending on the alternative and south bypass connection option selected, up to 18 homes, 38 industrial structures, 12 commercial structures, and 57 businesses would be displaced and 730 to 1,200 employees would be displaced. Tax revenue loss would be up to $4.45 million. JF - EPA number: 090314, 485 pages and maps, September 2, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Watersheds KW - Wetlands KW - Illinois UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826886?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). [Part 9 of 9] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). AN - 756826763; 14018-090314_0009 AB - PURPOSE: A multimodal transportation concept for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois is proposed. The six-county Chicago metropolitan area is home to more than nine million people, 5.1 million jobs, and a $500 billion economy. The EO-WB study area is about 17 miles northwest of Chicago's central business district and is strategically located at a transportation crossroads that includes O'Hare International Airport; a network of freeways and tollways including I-90, I-190, I-294, Elgin O'Hare Expressway and I-290; transit facilities (including Metra rail lines and Pace bus service); and freight rail service and multimodal transfer facilities. Given its geographic position as a transportation and employment hub, 18 percent of all vehicle trips in the region occur in the EO-WB study area, and traffic congestion throughout the roadway system is severe. Roughly 86 percent of the area's interstate highways and major arterials are congested and that figure is projected to grow to 91 percent by 2030. Congestion on major roads will spill over to secondary roads, with 70 percent of minor arterials congested by 2030 and travel delay increasing to 52 percent. The Illinois Department of Transportation, in consultation with the Federal Highway Administration has conducted a study of alternative multimodal transportation solutions for the area, which comprises 127 square miles and 27 communities. The study is being advanced in two parts, or tiers. During Tier One, a preferred multimodal transportation concept for the study area, priorities for improvement, and financing strategies are identified and provide a basis for hardship or protective right-of-way acquisition. During Tier Two, detailed engineering and environmental studies are conducted for elements of the conceptual plan. Alternatives under consideration in this draft Tier One EIS include a No Action Alternative which consists of transportation improvements that are expected to be constructed within the study area by 2030 under current funding levels and thus does not include the major improvements considered in this study. The build alternatives (Alternative 203 and Alternative 402) that emerged from a comprehensive evaluation of travel performance, environmental and social impacts, and costs are similar except for their proposed configuration north of Thorndale Avenue. The proposed build alternatives would provide more than 40 miles of freeway and arterial improvements. Both roadway alternatives would include transit, bicycle/pedestrian, and freight rail improvements, and travel demand management and transportation system management strategies. The proposed set of transit improvements has 15 elements consisting of corridors that would provide commuter rail service, rail or bus rapid transit, express bus, local bus, and shuttles. Other facets include new stations, intermodal facilities or transit centers, and park and ride facilities. Total construction costs for Alternative 203 and Alternative 402 are estimated at $3.0 billion and $2.3 billion, respectively. POSITIVE IMPACTS: The build alternatives would increase the overall system efficiency up to 10 percent, reduce congestion on secondary roads up to 15 percent, increase speed up to eight percent, and increase transit trips. The build alternatives would directly create 9,200 and 7,000 jobs per year from the construction of Alternative 203 or Alternative 402, respectively. The project investment would include added job growth totaling 21,600 and 16,600 for Alternative 203 or Alternative 402, respectively. NEGATIVE IMPACTS: The build alternatives would entail loss of up to 39 acres of wetlands, 27 acres of floodplains, and seven acres of park or forest preserve properties. Depending on the alternative and south bypass connection option selected, up to 18 homes, 38 industrial structures, 12 commercial structures, and 57 businesses would be displaced and 730 to 1,200 employees would be displaced. Tax revenue loss would be up to $4.45 million. JF - EPA number: 090314, 485 pages and maps, September 2, 2009 PY - 2009 VL - 9 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Watersheds KW - Wetlands KW - Illinois UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826763?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). [Part 4 of 9] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). AN - 756826760; 14018-090314_0004 AB - PURPOSE: A multimodal transportation concept for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois is proposed. The six-county Chicago metropolitan area is home to more than nine million people, 5.1 million jobs, and a $500 billion economy. The EO-WB study area is about 17 miles northwest of Chicago's central business district and is strategically located at a transportation crossroads that includes O'Hare International Airport; a network of freeways and tollways including I-90, I-190, I-294, Elgin O'Hare Expressway and I-290; transit facilities (including Metra rail lines and Pace bus service); and freight rail service and multimodal transfer facilities. Given its geographic position as a transportation and employment hub, 18 percent of all vehicle trips in the region occur in the EO-WB study area, and traffic congestion throughout the roadway system is severe. Roughly 86 percent of the area's interstate highways and major arterials are congested and that figure is projected to grow to 91 percent by 2030. Congestion on major roads will spill over to secondary roads, with 70 percent of minor arterials congested by 2030 and travel delay increasing to 52 percent. The Illinois Department of Transportation, in consultation with the Federal Highway Administration has conducted a study of alternative multimodal transportation solutions for the area, which comprises 127 square miles and 27 communities. The study is being advanced in two parts, or tiers. During Tier One, a preferred multimodal transportation concept for the study area, priorities for improvement, and financing strategies are identified and provide a basis for hardship or protective right-of-way acquisition. During Tier Two, detailed engineering and environmental studies are conducted for elements of the conceptual plan. Alternatives under consideration in this draft Tier One EIS include a No Action Alternative which consists of transportation improvements that are expected to be constructed within the study area by 2030 under current funding levels and thus does not include the major improvements considered in this study. The build alternatives (Alternative 203 and Alternative 402) that emerged from a comprehensive evaluation of travel performance, environmental and social impacts, and costs are similar except for their proposed configuration north of Thorndale Avenue. The proposed build alternatives would provide more than 40 miles of freeway and arterial improvements. Both roadway alternatives would include transit, bicycle/pedestrian, and freight rail improvements, and travel demand management and transportation system management strategies. The proposed set of transit improvements has 15 elements consisting of corridors that would provide commuter rail service, rail or bus rapid transit, express bus, local bus, and shuttles. Other facets include new stations, intermodal facilities or transit centers, and park and ride facilities. Total construction costs for Alternative 203 and Alternative 402 are estimated at $3.0 billion and $2.3 billion, respectively. POSITIVE IMPACTS: The build alternatives would increase the overall system efficiency up to 10 percent, reduce congestion on secondary roads up to 15 percent, increase speed up to eight percent, and increase transit trips. The build alternatives would directly create 9,200 and 7,000 jobs per year from the construction of Alternative 203 or Alternative 402, respectively. The project investment would include added job growth totaling 21,600 and 16,600 for Alternative 203 or Alternative 402, respectively. NEGATIVE IMPACTS: The build alternatives would entail loss of up to 39 acres of wetlands, 27 acres of floodplains, and seven acres of park or forest preserve properties. Depending on the alternative and south bypass connection option selected, up to 18 homes, 38 industrial structures, 12 commercial structures, and 57 businesses would be displaced and 730 to 1,200 employees would be displaced. Tax revenue loss would be up to $4.45 million. JF - EPA number: 090314, 485 pages and maps, September 2, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Watersheds KW - Wetlands KW - Illinois UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826760?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). [Part 8 of 9] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). AN - 756826755; 14018-090314_0008 AB - PURPOSE: A multimodal transportation concept for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois is proposed. The six-county Chicago metropolitan area is home to more than nine million people, 5.1 million jobs, and a $500 billion economy. The EO-WB study area is about 17 miles northwest of Chicago's central business district and is strategically located at a transportation crossroads that includes O'Hare International Airport; a network of freeways and tollways including I-90, I-190, I-294, Elgin O'Hare Expressway and I-290; transit facilities (including Metra rail lines and Pace bus service); and freight rail service and multimodal transfer facilities. Given its geographic position as a transportation and employment hub, 18 percent of all vehicle trips in the region occur in the EO-WB study area, and traffic congestion throughout the roadway system is severe. Roughly 86 percent of the area's interstate highways and major arterials are congested and that figure is projected to grow to 91 percent by 2030. Congestion on major roads will spill over to secondary roads, with 70 percent of minor arterials congested by 2030 and travel delay increasing to 52 percent. The Illinois Department of Transportation, in consultation with the Federal Highway Administration has conducted a study of alternative multimodal transportation solutions for the area, which comprises 127 square miles and 27 communities. The study is being advanced in two parts, or tiers. During Tier One, a preferred multimodal transportation concept for the study area, priorities for improvement, and financing strategies are identified and provide a basis for hardship or protective right-of-way acquisition. During Tier Two, detailed engineering and environmental studies are conducted for elements of the conceptual plan. Alternatives under consideration in this draft Tier One EIS include a No Action Alternative which consists of transportation improvements that are expected to be constructed within the study area by 2030 under current funding levels and thus does not include the major improvements considered in this study. The build alternatives (Alternative 203 and Alternative 402) that emerged from a comprehensive evaluation of travel performance, environmental and social impacts, and costs are similar except for their proposed configuration north of Thorndale Avenue. The proposed build alternatives would provide more than 40 miles of freeway and arterial improvements. Both roadway alternatives would include transit, bicycle/pedestrian, and freight rail improvements, and travel demand management and transportation system management strategies. The proposed set of transit improvements has 15 elements consisting of corridors that would provide commuter rail service, rail or bus rapid transit, express bus, local bus, and shuttles. Other facets include new stations, intermodal facilities or transit centers, and park and ride facilities. Total construction costs for Alternative 203 and Alternative 402 are estimated at $3.0 billion and $2.3 billion, respectively. POSITIVE IMPACTS: The build alternatives would increase the overall system efficiency up to 10 percent, reduce congestion on secondary roads up to 15 percent, increase speed up to eight percent, and increase transit trips. The build alternatives would directly create 9,200 and 7,000 jobs per year from the construction of Alternative 203 or Alternative 402, respectively. The project investment would include added job growth totaling 21,600 and 16,600 for Alternative 203 or Alternative 402, respectively. NEGATIVE IMPACTS: The build alternatives would entail loss of up to 39 acres of wetlands, 27 acres of floodplains, and seven acres of park or forest preserve properties. Depending on the alternative and south bypass connection option selected, up to 18 homes, 38 industrial structures, 12 commercial structures, and 57 businesses would be displaced and 730 to 1,200 employees would be displaced. Tax revenue loss would be up to $4.45 million. JF - EPA number: 090314, 485 pages and maps, September 2, 2009 PY - 2009 VL - 8 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Watersheds KW - Wetlands KW - Illinois UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826755?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). [Part 2 of 9] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). AN - 756826754; 14018-090314_0002 AB - PURPOSE: A multimodal transportation concept for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois is proposed. The six-county Chicago metropolitan area is home to more than nine million people, 5.1 million jobs, and a $500 billion economy. The EO-WB study area is about 17 miles northwest of Chicago's central business district and is strategically located at a transportation crossroads that includes O'Hare International Airport; a network of freeways and tollways including I-90, I-190, I-294, Elgin O'Hare Expressway and I-290; transit facilities (including Metra rail lines and Pace bus service); and freight rail service and multimodal transfer facilities. Given its geographic position as a transportation and employment hub, 18 percent of all vehicle trips in the region occur in the EO-WB study area, and traffic congestion throughout the roadway system is severe. Roughly 86 percent of the area's interstate highways and major arterials are congested and that figure is projected to grow to 91 percent by 2030. Congestion on major roads will spill over to secondary roads, with 70 percent of minor arterials congested by 2030 and travel delay increasing to 52 percent. The Illinois Department of Transportation, in consultation with the Federal Highway Administration has conducted a study of alternative multimodal transportation solutions for the area, which comprises 127 square miles and 27 communities. The study is being advanced in two parts, or tiers. During Tier One, a preferred multimodal transportation concept for the study area, priorities for improvement, and financing strategies are identified and provide a basis for hardship or protective right-of-way acquisition. During Tier Two, detailed engineering and environmental studies are conducted for elements of the conceptual plan. Alternatives under consideration in this draft Tier One EIS include a No Action Alternative which consists of transportation improvements that are expected to be constructed within the study area by 2030 under current funding levels and thus does not include the major improvements considered in this study. The build alternatives (Alternative 203 and Alternative 402) that emerged from a comprehensive evaluation of travel performance, environmental and social impacts, and costs are similar except for their proposed configuration north of Thorndale Avenue. The proposed build alternatives would provide more than 40 miles of freeway and arterial improvements. Both roadway alternatives would include transit, bicycle/pedestrian, and freight rail improvements, and travel demand management and transportation system management strategies. The proposed set of transit improvements has 15 elements consisting of corridors that would provide commuter rail service, rail or bus rapid transit, express bus, local bus, and shuttles. Other facets include new stations, intermodal facilities or transit centers, and park and ride facilities. Total construction costs for Alternative 203 and Alternative 402 are estimated at $3.0 billion and $2.3 billion, respectively. POSITIVE IMPACTS: The build alternatives would increase the overall system efficiency up to 10 percent, reduce congestion on secondary roads up to 15 percent, increase speed up to eight percent, and increase transit trips. The build alternatives would directly create 9,200 and 7,000 jobs per year from the construction of Alternative 203 or Alternative 402, respectively. The project investment would include added job growth totaling 21,600 and 16,600 for Alternative 203 or Alternative 402, respectively. NEGATIVE IMPACTS: The build alternatives would entail loss of up to 39 acres of wetlands, 27 acres of floodplains, and seven acres of park or forest preserve properties. Depending on the alternative and south bypass connection option selected, up to 18 homes, 38 industrial structures, 12 commercial structures, and 57 businesses would be displaced and 730 to 1,200 employees would be displaced. Tax revenue loss would be up to $4.45 million. JF - EPA number: 090314, 485 pages and maps, September 2, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Watersheds KW - Wetlands KW - Illinois UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826754?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). AN - 36347670; 14018 AB - PURPOSE: A multimodal transportation concept for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois is proposed. The six-county Chicago metropolitan area is home to more than nine million people, 5.1 million jobs, and a $500 billion economy. The EO-WB study area is about 17 miles northwest of Chicago's central business district and is strategically located at a transportation crossroads that includes O'Hare International Airport; a network of freeways and tollways including I-90, I-190, I-294, Elgin O'Hare Expressway and I-290; transit facilities (including Metra rail lines and Pace bus service); and freight rail service and multimodal transfer facilities. Given its geographic position as a transportation and employment hub, 18 percent of all vehicle trips in the region occur in the EO-WB study area, and traffic congestion throughout the roadway system is severe. Roughly 86 percent of the area's interstate highways and major arterials are congested and that figure is projected to grow to 91 percent by 2030. Congestion on major roads will spill over to secondary roads, with 70 percent of minor arterials congested by 2030 and travel delay increasing to 52 percent. The Illinois Department of Transportation, in consultation with the Federal Highway Administration has conducted a study of alternative multimodal transportation solutions for the area, which comprises 127 square miles and 27 communities. The study is being advanced in two parts, or tiers. During Tier One, a preferred multimodal transportation concept for the study area, priorities for improvement, and financing strategies are identified and provide a basis for hardship or protective right-of-way acquisition. During Tier Two, detailed engineering and environmental studies are conducted for elements of the conceptual plan. Alternatives under consideration in this draft Tier One EIS include a No Action Alternative which consists of transportation improvements that are expected to be constructed within the study area by 2030 under current funding levels and thus does not include the major improvements considered in this study. The build alternatives (Alternative 203 and Alternative 402) that emerged from a comprehensive evaluation of travel performance, environmental and social impacts, and costs are similar except for their proposed configuration north of Thorndale Avenue. The proposed build alternatives would provide more than 40 miles of freeway and arterial improvements. Both roadway alternatives would include transit, bicycle/pedestrian, and freight rail improvements, and travel demand management and transportation system management strategies. The proposed set of transit improvements has 15 elements consisting of corridors that would provide commuter rail service, rail or bus rapid transit, express bus, local bus, and shuttles. Other facets include new stations, intermodal facilities or transit centers, and park and ride facilities. Total construction costs for Alternative 203 and Alternative 402 are estimated at $3.0 billion and $2.3 billion, respectively. POSITIVE IMPACTS: The build alternatives would increase the overall system efficiency up to 10 percent, reduce congestion on secondary roads up to 15 percent, increase speed up to eight percent, and increase transit trips. The build alternatives would directly create 9,200 and 7,000 jobs per year from the construction of Alternative 203 or Alternative 402, respectively. The project investment would include added job growth totaling 21,600 and 16,600 for Alternative 203 or Alternative 402, respectively. NEGATIVE IMPACTS: The build alternatives would entail loss of up to 39 acres of wetlands, 27 acres of floodplains, and seven acres of park or forest preserve properties. Depending on the alternative and south bypass connection option selected, up to 18 homes, 38 industrial structures, 12 commercial structures, and 57 businesses would be displaced and 730 to 1,200 employees would be displaced. Tax revenue loss would be up to $4.45 million. JF - EPA number: 090314, 485 pages and maps, September 2, 2009 PY - 2009 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Watersheds KW - Wetlands KW - Illinois UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347670?accountid=14244 L2 - http://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=2009-09-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: September 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Application of tyre bales to slope failure repair AN - 50071082; 2010-024374 AB - Landslides take a variety of forms including slides, flows, falls, topples and spreads. Many landslides require a degree of remediation to ensure that infrastructure and property are left in an acceptably safe condition. The many forms of remediation available include the removal of loose material (often also involving its replacement with more competent material), stabilisation of the remaining material and the complete engineering reconstruction of an area of the slope. In some cases quite large volumes of failed material may be removed and replaced with competent material. In general, failures that produce large holes will tend to fall into the category of slides be they circular, translational or wedge failures. However, flows can also excavate quite large gully-shaped volumes during their erosional phases. The main requirements of the fill material are usually that it should be free-draining and high friction, and should prevent internal and external migration of material in order to avoid further build-up of water pressures. Typically, rockfill is used and plastic materials are to be avoided. Tyre bales are a relatively new form of material that satisfy the criteria for such fill. This paper describes the key features of tyre bales in the context of slope failure remediation. Types of failure in which tyre bales might be successfully used are discussed, as are issues in relation to drainage, excavation boundary conditions and placement and alignment of bales. Successful applications are also described, including the results of an analysis of a slope failure repair using tyre bales. JF - Proceedings of the Institution of Civil Engineers. Engineering Sustainability AU - Winter, Mike G AU - Williammee, Richard AU - Prikryl, William Y1 - 2009/09// PY - 2009 DA - September 2009 SP - 145 EP - 153 PB - Thomas Telford, London VL - 162 IS - 3 SN - 1478-4629, 1478-4629 KW - stabilization KW - failures KW - drainage KW - debris flows KW - excavations KW - cost KW - tire bales KW - remediation KW - landslides KW - engineering geology KW - mass movements KW - fill materials KW - applications KW - unconsolidated materials KW - slope stability KW - construction materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50071082?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+of+the+Institution+of+Civil+Engineers.+Engineering+Sustainability&rft.atitle=Application+of+tyre+bales+to+slope+failure+repair&rft.au=Winter%2C+Mike+G%3BWilliammee%2C+Richard%3BPrikryl%2C+William&rft.aulast=Winter&rft.aufirst=Mike&rft.date=2009-09-01&rft.volume=162&rft.issue=3&rft.spage=145&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Institution+of+Civil+Engineers.+Engineering+Sustainability&rft.issn=14784629&rft_id=info:doi/10.1680%2Fensu.2009.162.3.145 L2 - http://www.thomastelford.com/journals/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2010-01-01 N1 - Number of references - 23 N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - applications; construction materials; cost; debris flows; drainage; engineering geology; excavations; failures; fill materials; landslides; mass movements; remediation; slope stability; stabilization; tire bales; unconsolidated materials DO - http://dx.doi.org/10.1680/ensu.2009.162.3.145 ER - TY - RPRT T1 - Improved Safety Culture and Labor-Management Relations Attributed to Changing At-Risk Behavior Process at Union Pacific AN - 21114225; 11332599 AB - Changing At-Risk Behavior (CAB) is a safety process that is being conducted at Union Pacific's San Antonio Service Unit (SASU) with the aim of improving road and yard safety. CAB is an example of a proactive safety risk-reduction method called Clear Signal for Action (CSA) by the Federal Railroad Administration (FRA) Human Factors Program within the Office of Research and Development. CSA combines behavior-based safety, continuous improvement, and safety leadership development. With sponsorship from FRA, Behavioral Science Technology, Inc. is instructing and advising on the implementation of CAB. The impact of CAB on safety culture, specifically labor-management relations, is evaluated in this paper based on forced-choice safety-culture surveys and semistructured interviews of workers and managers. Quantitative analysis of the survey data indicates that, from the start of CAB in 2005 through the end of the evaluation period in 2008, workers and managers reported improved perceptions of cooperation between labor and management. This finding is corroborated by comparing responses to interviews conducted from 2005 to 2008, with a wide cross-section of workers and managers. Responses show an increase in perceived management commitment to safety and greater trust and cooperation between labor and management. JF - Improved Safety Culture and Labor-Management Relations Attributed to Changing At-Risk Behavior Process at Union Pacific. [vp]. Sep 2009. Y1 - 2009/09// PY - 2009 DA - Sep 2009 PB - U.S. Department of Transportation, 1200 New Jersey Avenue SE Washington DC 20590 USA KW - Risk Abstracts; Health & Safety Science Abstracts KW - Culture KW - Occupational safety KW - Quantitative analysis KW - risk reduction KW - Behavior KW - Perception KW - USA, Texas, San Antonio KW - Railroads KW - Human factors KW - Research programs KW - Technology KW - R2 23080:Industrial and labor KW - H 1000:Occupational Safety and Health UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21114225?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Risk+Abstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-09-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Improved+Safety+Culture+and+Labor-Management+Relations+Attributed+to+Changing+At-Risk+Behavior+Process+at+Union+Pacific&rft.title=Improved+Safety+Culture+and+Labor-Management+Relations+Attributed+to+Changing+At-Risk+Behavior+Process+at+Union+Pacific&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-01 N1 - Last updated - 2011-12-14 ER - TY - CPAPER T1 - Subgrade Temperature and Freezing Cycles in Pervious Pavements T2 - 14th Conference on Cold Regions Engineering AN - 42384375; 5383820 JF - 14th Conference on Cold Regions Engineering AU - Lebens, M AU - Rohne, R Y1 - 2009/08/30/ PY - 2009 DA - 2009 Aug 30 KW - Temperature effects KW - Freezing KW - U 4300:Environmental Science UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42384375?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=14th+Conference+on+Cold+Regions+Engineering&rft.atitle=Subgrade+Temperature+and+Freezing+Cycles+in+Pervious+Pavements&rft.au=Lebens%2C+M%3BRohne%2C+R&rft.aulast=Lebens&rft.aufirst=M&rft.date=2009-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=14th+Conference+on+Cold+Regions+Engineering&rft.issn=&rft_id=info:doi/ L2 - http://content.asce.org/files/pdf/FinalProgramFINALforWeb.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-18 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Initial Analysis of the New Hampshire Spring Load Restriction Procedure T2 - 14th Conference on Cold Regions Engineering AN - 42380564; 5383803 JF - 14th Conference on Cold Regions Engineering AU - Eaton, Robert AU - Berg, Richard AU - Hall, Andrew AU - Miller, Heather AU - Kestler, Maureen Y1 - 2009/08/30/ PY - 2009 DA - 2009 Aug 30 KW - USA, New Hampshire KW - Water springs KW - U 4300:Environmental Science UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42380564?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=14th+Conference+on+Cold+Regions+Engineering&rft.atitle=Initial+Analysis+of+the+New+Hampshire+Spring+Load+Restriction+Procedure&rft.au=Eaton%2C+Robert%3BBerg%2C+Richard%3BHall%2C+Andrew%3BMiller%2C+Heather%3BKestler%2C+Maureen&rft.aulast=Eaton&rft.aufirst=Robert&rft.date=2009-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=14th+Conference+on+Cold+Regions+Engineering&rft.issn=&rft_id=info:doi/ L2 - http://content.asce.org/files/pdf/FinalProgramFINALforWeb.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-18 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - MnRO AD Pavement Temperature Profiles T2 - 14th Conference on Cold Regions Engineering AN - 42379156; 5383819 JF - 14th Conference on Cold Regions Engineering AU - Johnson, Greg AU - Worel, Benjamin Y1 - 2009/08/30/ PY - 2009 DA - 2009 Aug 30 KW - Temperature effects KW - Temperature profiles KW - U 4300:Environmental Science UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42379156?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=14th+Conference+on+Cold+Regions+Engineering&rft.atitle=MnRO+AD+Pavement+Temperature+Profiles&rft.au=Johnson%2C+Greg%3BWorel%2C+Benjamin&rft.aulast=Johnson&rft.aufirst=Greg&rft.date=2009-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=14th+Conference+on+Cold+Regions+Engineering&rft.issn=&rft_id=info:doi/ L2 - http://content.asce.org/files/pdf/FinalProgramFINALforWeb.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-18 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Spring Thaw Predictor and Development of Real Time Spring Load Restrictions T2 - 14th Conference on Cold Regions Engineering AN - 42379112; 5383804 JF - 14th Conference on Cold Regions Engineering AU - Eaton, Robert AU - Hanscom, Alan AU - Kestler, Maureen AU - Hall, Andrew AU - Miller, Heather AU - Berg, Richard Y1 - 2009/08/30/ PY - 2009 DA - 2009 Aug 30 KW - Water springs KW - U 4300:Environmental Science UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42379112?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=14th+Conference+on+Cold+Regions+Engineering&rft.atitle=Spring+Thaw+Predictor+and+Development+of+Real+Time+Spring+Load+Restrictions&rft.au=Eaton%2C+Robert%3BHanscom%2C+Alan%3BKestler%2C+Maureen%3BHall%2C+Andrew%3BMiller%2C+Heather%3BBerg%2C+Richard&rft.aulast=Eaton&rft.aufirst=Robert&rft.date=2009-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=14th+Conference+on+Cold+Regions+Engineering&rft.issn=&rft_id=info:doi/ L2 - http://content.asce.org/files/pdf/FinalProgramFINALforWeb.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-18 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. [Part 9 of 9] T2 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. AN - 756827030; 14006-090302_0009 AB - PURPOSE: Construction of a new highway between SR-36 and I-80, Tooele County, Utah is proposed. The project study area is located in the Tooele Valley with Sheep Lane roadway to the west and SR-36 to the east. Development trends and plans within Tooele Valley include large-scale residential and commercial expansion within the next five to ten years in Tooele City, Erda Township, Stansbury Park, Lake Point, and Eastern Grantsville. The population in the valley is projected to triple by the design year 2030. Since the mid-1990's, five major studies or plans have identified the need for increased capacity due to increased travel demand. Traffic analyses indicate that by 2030, SR-36, the main north-south route in the project study area will become heavily congested and fail if no improvements are made. The existing I-80 lake Point interchange will also fail. Nine build alternatives, three interchange alternatives, transit, and transportation system and demand management alternatives were evaluated on the basis of traffic and project purpose, as well as environmental impacts. Three alternatives, including a No Build Alternative, were carried forward for analysis in this draft EIS. The Midvalley Highway East alternative would include a four lane arterial between SR-36 and SR-112 and a four lane freeway between SR-112 and I-80. The 3.7-mile arterial segment would include an intersection with SR-36 in the southern portion of the project area located between the Union Pacific Railroad tracks and Utah Industrial Depot and would cross over the tracks via a new bridge. The arterial roadway would transition to a freeway between SR-112 and the future 1000 North roadway. The freeway segment would extend between the future 1000 North roadway and I-80 with interchanges planned at the future 1000 North roadway, the future parkway (3400 North), SR-138, and a freeway-to-freeway interchange with I-80. Bridges would carry traffic over existing and planned roadways and trails. Two options are being evaluated as part of this alternative between the future 1000 North Roadway and Erda Way. The Midvalley Highway West Alternative differs in that the two options being evaluated as part of this alternative are between the future Parkway (3400 North) and SR-138. POSITIVE IMPACTS: Project implementation would provide increased north-south transportation capacity and thereby would reduce anticipated congestion on SR-36 to LOS D and at the lake Point interchange with I-80. NEGATIVE IMPACTS: The build alternatives would require right-of-way acquisition ranging from 522 acres to 577 acres. Total loss of agricultural lands would range from 173 acres to 237 acres and loss of wetlands from 12 acres to 24 acres. The build options would create noise impacts on up to four receptors and would impact up to 75 groundwater rights. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090302, Volume I--405 pages and maps, Volume II--oversized maps, August 27, 2009 PY - 2009 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-09-01-D KW - Farmlands KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827030?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.title=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: August 27, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. [Part 8 of 9] T2 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. AN - 756827026; 14006-090302_0008 AB - PURPOSE: Construction of a new highway between SR-36 and I-80, Tooele County, Utah is proposed. The project study area is located in the Tooele Valley with Sheep Lane roadway to the west and SR-36 to the east. Development trends and plans within Tooele Valley include large-scale residential and commercial expansion within the next five to ten years in Tooele City, Erda Township, Stansbury Park, Lake Point, and Eastern Grantsville. The population in the valley is projected to triple by the design year 2030. Since the mid-1990's, five major studies or plans have identified the need for increased capacity due to increased travel demand. Traffic analyses indicate that by 2030, SR-36, the main north-south route in the project study area will become heavily congested and fail if no improvements are made. The existing I-80 lake Point interchange will also fail. Nine build alternatives, three interchange alternatives, transit, and transportation system and demand management alternatives were evaluated on the basis of traffic and project purpose, as well as environmental impacts. Three alternatives, including a No Build Alternative, were carried forward for analysis in this draft EIS. The Midvalley Highway East alternative would include a four lane arterial between SR-36 and SR-112 and a four lane freeway between SR-112 and I-80. The 3.7-mile arterial segment would include an intersection with SR-36 in the southern portion of the project area located between the Union Pacific Railroad tracks and Utah Industrial Depot and would cross over the tracks via a new bridge. The arterial roadway would transition to a freeway between SR-112 and the future 1000 North roadway. The freeway segment would extend between the future 1000 North roadway and I-80 with interchanges planned at the future 1000 North roadway, the future parkway (3400 North), SR-138, and a freeway-to-freeway interchange with I-80. Bridges would carry traffic over existing and planned roadways and trails. Two options are being evaluated as part of this alternative between the future 1000 North Roadway and Erda Way. The Midvalley Highway West Alternative differs in that the two options being evaluated as part of this alternative are between the future Parkway (3400 North) and SR-138. POSITIVE IMPACTS: Project implementation would provide increased north-south transportation capacity and thereby would reduce anticipated congestion on SR-36 to LOS D and at the lake Point interchange with I-80. NEGATIVE IMPACTS: The build alternatives would require right-of-way acquisition ranging from 522 acres to 577 acres. Total loss of agricultural lands would range from 173 acres to 237 acres and loss of wetlands from 12 acres to 24 acres. The build options would create noise impacts on up to four receptors and would impact up to 75 groundwater rights. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090302, Volume I--405 pages and maps, Volume II--oversized maps, August 27, 2009 PY - 2009 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-09-01-D KW - Farmlands KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827026?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.title=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: August 27, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. [Part 3 of 9] T2 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. AN - 756827022; 14006-090302_0003 AB - PURPOSE: Construction of a new highway between SR-36 and I-80, Tooele County, Utah is proposed. The project study area is located in the Tooele Valley with Sheep Lane roadway to the west and SR-36 to the east. Development trends and plans within Tooele Valley include large-scale residential and commercial expansion within the next five to ten years in Tooele City, Erda Township, Stansbury Park, Lake Point, and Eastern Grantsville. The population in the valley is projected to triple by the design year 2030. Since the mid-1990's, five major studies or plans have identified the need for increased capacity due to increased travel demand. Traffic analyses indicate that by 2030, SR-36, the main north-south route in the project study area will become heavily congested and fail if no improvements are made. The existing I-80 lake Point interchange will also fail. Nine build alternatives, three interchange alternatives, transit, and transportation system and demand management alternatives were evaluated on the basis of traffic and project purpose, as well as environmental impacts. Three alternatives, including a No Build Alternative, were carried forward for analysis in this draft EIS. The Midvalley Highway East alternative would include a four lane arterial between SR-36 and SR-112 and a four lane freeway between SR-112 and I-80. The 3.7-mile arterial segment would include an intersection with SR-36 in the southern portion of the project area located between the Union Pacific Railroad tracks and Utah Industrial Depot and would cross over the tracks via a new bridge. The arterial roadway would transition to a freeway between SR-112 and the future 1000 North roadway. The freeway segment would extend between the future 1000 North roadway and I-80 with interchanges planned at the future 1000 North roadway, the future parkway (3400 North), SR-138, and a freeway-to-freeway interchange with I-80. Bridges would carry traffic over existing and planned roadways and trails. Two options are being evaluated as part of this alternative between the future 1000 North Roadway and Erda Way. The Midvalley Highway West Alternative differs in that the two options being evaluated as part of this alternative are between the future Parkway (3400 North) and SR-138. POSITIVE IMPACTS: Project implementation would provide increased north-south transportation capacity and thereby would reduce anticipated congestion on SR-36 to LOS D and at the lake Point interchange with I-80. NEGATIVE IMPACTS: The build alternatives would require right-of-way acquisition ranging from 522 acres to 577 acres. Total loss of agricultural lands would range from 173 acres to 237 acres and loss of wetlands from 12 acres to 24 acres. The build options would create noise impacts on up to four receptors and would impact up to 75 groundwater rights. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090302, Volume I--405 pages and maps, Volume II--oversized maps, August 27, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-09-01-D KW - Farmlands KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827022?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.title=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: August 27, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. [Part 6 of 9] T2 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. AN - 756826991; 14006-090302_0006 AB - PURPOSE: Construction of a new highway between SR-36 and I-80, Tooele County, Utah is proposed. The project study area is located in the Tooele Valley with Sheep Lane roadway to the west and SR-36 to the east. Development trends and plans within Tooele Valley include large-scale residential and commercial expansion within the next five to ten years in Tooele City, Erda Township, Stansbury Park, Lake Point, and Eastern Grantsville. The population in the valley is projected to triple by the design year 2030. Since the mid-1990's, five major studies or plans have identified the need for increased capacity due to increased travel demand. Traffic analyses indicate that by 2030, SR-36, the main north-south route in the project study area will become heavily congested and fail if no improvements are made. The existing I-80 lake Point interchange will also fail. Nine build alternatives, three interchange alternatives, transit, and transportation system and demand management alternatives were evaluated on the basis of traffic and project purpose, as well as environmental impacts. Three alternatives, including a No Build Alternative, were carried forward for analysis in this draft EIS. The Midvalley Highway East alternative would include a four lane arterial between SR-36 and SR-112 and a four lane freeway between SR-112 and I-80. The 3.7-mile arterial segment would include an intersection with SR-36 in the southern portion of the project area located between the Union Pacific Railroad tracks and Utah Industrial Depot and would cross over the tracks via a new bridge. The arterial roadway would transition to a freeway between SR-112 and the future 1000 North roadway. The freeway segment would extend between the future 1000 North roadway and I-80 with interchanges planned at the future 1000 North roadway, the future parkway (3400 North), SR-138, and a freeway-to-freeway interchange with I-80. Bridges would carry traffic over existing and planned roadways and trails. Two options are being evaluated as part of this alternative between the future 1000 North Roadway and Erda Way. The Midvalley Highway West Alternative differs in that the two options being evaluated as part of this alternative are between the future Parkway (3400 North) and SR-138. POSITIVE IMPACTS: Project implementation would provide increased north-south transportation capacity and thereby would reduce anticipated congestion on SR-36 to LOS D and at the lake Point interchange with I-80. NEGATIVE IMPACTS: The build alternatives would require right-of-way acquisition ranging from 522 acres to 577 acres. Total loss of agricultural lands would range from 173 acres to 237 acres and loss of wetlands from 12 acres to 24 acres. The build options would create noise impacts on up to four receptors and would impact up to 75 groundwater rights. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090302, Volume I--405 pages and maps, Volume II--oversized maps, August 27, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-09-01-D KW - Farmlands KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826991?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.title=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: August 27, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. [Part 1 of 9] T2 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. AN - 756826988; 14006-090302_0001 AB - PURPOSE: Construction of a new highway between SR-36 and I-80, Tooele County, Utah is proposed. The project study area is located in the Tooele Valley with Sheep Lane roadway to the west and SR-36 to the east. Development trends and plans within Tooele Valley include large-scale residential and commercial expansion within the next five to ten years in Tooele City, Erda Township, Stansbury Park, Lake Point, and Eastern Grantsville. The population in the valley is projected to triple by the design year 2030. Since the mid-1990's, five major studies or plans have identified the need for increased capacity due to increased travel demand. Traffic analyses indicate that by 2030, SR-36, the main north-south route in the project study area will become heavily congested and fail if no improvements are made. The existing I-80 lake Point interchange will also fail. Nine build alternatives, three interchange alternatives, transit, and transportation system and demand management alternatives were evaluated on the basis of traffic and project purpose, as well as environmental impacts. Three alternatives, including a No Build Alternative, were carried forward for analysis in this draft EIS. The Midvalley Highway East alternative would include a four lane arterial between SR-36 and SR-112 and a four lane freeway between SR-112 and I-80. The 3.7-mile arterial segment would include an intersection with SR-36 in the southern portion of the project area located between the Union Pacific Railroad tracks and Utah Industrial Depot and would cross over the tracks via a new bridge. The arterial roadway would transition to a freeway between SR-112 and the future 1000 North roadway. The freeway segment would extend between the future 1000 North roadway and I-80 with interchanges planned at the future 1000 North roadway, the future parkway (3400 North), SR-138, and a freeway-to-freeway interchange with I-80. Bridges would carry traffic over existing and planned roadways and trails. Two options are being evaluated as part of this alternative between the future 1000 North Roadway and Erda Way. The Midvalley Highway West Alternative differs in that the two options being evaluated as part of this alternative are between the future Parkway (3400 North) and SR-138. POSITIVE IMPACTS: Project implementation would provide increased north-south transportation capacity and thereby would reduce anticipated congestion on SR-36 to LOS D and at the lake Point interchange with I-80. NEGATIVE IMPACTS: The build alternatives would require right-of-way acquisition ranging from 522 acres to 577 acres. Total loss of agricultural lands would range from 173 acres to 237 acres and loss of wetlands from 12 acres to 24 acres. The build options would create noise impacts on up to four receptors and would impact up to 75 groundwater rights. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090302, Volume I--405 pages and maps, Volume II--oversized maps, August 27, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-09-01-D KW - Farmlands KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826988?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.title=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: August 27, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. [Part 5 of 9] T2 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. AN - 756826980; 14006-090302_0005 AB - PURPOSE: Construction of a new highway between SR-36 and I-80, Tooele County, Utah is proposed. The project study area is located in the Tooele Valley with Sheep Lane roadway to the west and SR-36 to the east. Development trends and plans within Tooele Valley include large-scale residential and commercial expansion within the next five to ten years in Tooele City, Erda Township, Stansbury Park, Lake Point, and Eastern Grantsville. The population in the valley is projected to triple by the design year 2030. Since the mid-1990's, five major studies or plans have identified the need for increased capacity due to increased travel demand. Traffic analyses indicate that by 2030, SR-36, the main north-south route in the project study area will become heavily congested and fail if no improvements are made. The existing I-80 lake Point interchange will also fail. Nine build alternatives, three interchange alternatives, transit, and transportation system and demand management alternatives were evaluated on the basis of traffic and project purpose, as well as environmental impacts. Three alternatives, including a No Build Alternative, were carried forward for analysis in this draft EIS. The Midvalley Highway East alternative would include a four lane arterial between SR-36 and SR-112 and a four lane freeway between SR-112 and I-80. The 3.7-mile arterial segment would include an intersection with SR-36 in the southern portion of the project area located between the Union Pacific Railroad tracks and Utah Industrial Depot and would cross over the tracks via a new bridge. The arterial roadway would transition to a freeway between SR-112 and the future 1000 North roadway. The freeway segment would extend between the future 1000 North roadway and I-80 with interchanges planned at the future 1000 North roadway, the future parkway (3400 North), SR-138, and a freeway-to-freeway interchange with I-80. Bridges would carry traffic over existing and planned roadways and trails. Two options are being evaluated as part of this alternative between the future 1000 North Roadway and Erda Way. The Midvalley Highway West Alternative differs in that the two options being evaluated as part of this alternative are between the future Parkway (3400 North) and SR-138. POSITIVE IMPACTS: Project implementation would provide increased north-south transportation capacity and thereby would reduce anticipated congestion on SR-36 to LOS D and at the lake Point interchange with I-80. NEGATIVE IMPACTS: The build alternatives would require right-of-way acquisition ranging from 522 acres to 577 acres. Total loss of agricultural lands would range from 173 acres to 237 acres and loss of wetlands from 12 acres to 24 acres. The build options would create noise impacts on up to four receptors and would impact up to 75 groundwater rights. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090302, Volume I--405 pages and maps, Volume II--oversized maps, August 27, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-09-01-D KW - Farmlands KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826980?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.title=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: August 27, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. [Part 4 of 9] T2 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. AN - 756826975; 14006-090302_0004 AB - PURPOSE: Construction of a new highway between SR-36 and I-80, Tooele County, Utah is proposed. The project study area is located in the Tooele Valley with Sheep Lane roadway to the west and SR-36 to the east. Development trends and plans within Tooele Valley include large-scale residential and commercial expansion within the next five to ten years in Tooele City, Erda Township, Stansbury Park, Lake Point, and Eastern Grantsville. The population in the valley is projected to triple by the design year 2030. Since the mid-1990's, five major studies or plans have identified the need for increased capacity due to increased travel demand. Traffic analyses indicate that by 2030, SR-36, the main north-south route in the project study area will become heavily congested and fail if no improvements are made. The existing I-80 lake Point interchange will also fail. Nine build alternatives, three interchange alternatives, transit, and transportation system and demand management alternatives were evaluated on the basis of traffic and project purpose, as well as environmental impacts. Three alternatives, including a No Build Alternative, were carried forward for analysis in this draft EIS. The Midvalley Highway East alternative would include a four lane arterial between SR-36 and SR-112 and a four lane freeway between SR-112 and I-80. The 3.7-mile arterial segment would include an intersection with SR-36 in the southern portion of the project area located between the Union Pacific Railroad tracks and Utah Industrial Depot and would cross over the tracks via a new bridge. The arterial roadway would transition to a freeway between SR-112 and the future 1000 North roadway. The freeway segment would extend between the future 1000 North roadway and I-80 with interchanges planned at the future 1000 North roadway, the future parkway (3400 North), SR-138, and a freeway-to-freeway interchange with I-80. Bridges would carry traffic over existing and planned roadways and trails. Two options are being evaluated as part of this alternative between the future 1000 North Roadway and Erda Way. The Midvalley Highway West Alternative differs in that the two options being evaluated as part of this alternative are between the future Parkway (3400 North) and SR-138. POSITIVE IMPACTS: Project implementation would provide increased north-south transportation capacity and thereby would reduce anticipated congestion on SR-36 to LOS D and at the lake Point interchange with I-80. NEGATIVE IMPACTS: The build alternatives would require right-of-way acquisition ranging from 522 acres to 577 acres. Total loss of agricultural lands would range from 173 acres to 237 acres and loss of wetlands from 12 acres to 24 acres. The build options would create noise impacts on up to four receptors and would impact up to 75 groundwater rights. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090302, Volume I--405 pages and maps, Volume II--oversized maps, August 27, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-09-01-D KW - Farmlands KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826975?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.title=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: August 27, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. [Part 2 of 9] T2 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. AN - 756826974; 14006-090302_0002 AB - PURPOSE: Construction of a new highway between SR-36 and I-80, Tooele County, Utah is proposed. The project study area is located in the Tooele Valley with Sheep Lane roadway to the west and SR-36 to the east. Development trends and plans within Tooele Valley include large-scale residential and commercial expansion within the next five to ten years in Tooele City, Erda Township, Stansbury Park, Lake Point, and Eastern Grantsville. The population in the valley is projected to triple by the design year 2030. Since the mid-1990's, five major studies or plans have identified the need for increased capacity due to increased travel demand. Traffic analyses indicate that by 2030, SR-36, the main north-south route in the project study area will become heavily congested and fail if no improvements are made. The existing I-80 lake Point interchange will also fail. Nine build alternatives, three interchange alternatives, transit, and transportation system and demand management alternatives were evaluated on the basis of traffic and project purpose, as well as environmental impacts. Three alternatives, including a No Build Alternative, were carried forward for analysis in this draft EIS. The Midvalley Highway East alternative would include a four lane arterial between SR-36 and SR-112 and a four lane freeway between SR-112 and I-80. The 3.7-mile arterial segment would include an intersection with SR-36 in the southern portion of the project area located between the Union Pacific Railroad tracks and Utah Industrial Depot and would cross over the tracks via a new bridge. The arterial roadway would transition to a freeway between SR-112 and the future 1000 North roadway. The freeway segment would extend between the future 1000 North roadway and I-80 with interchanges planned at the future 1000 North roadway, the future parkway (3400 North), SR-138, and a freeway-to-freeway interchange with I-80. Bridges would carry traffic over existing and planned roadways and trails. Two options are being evaluated as part of this alternative between the future 1000 North Roadway and Erda Way. The Midvalley Highway West Alternative differs in that the two options being evaluated as part of this alternative are between the future Parkway (3400 North) and SR-138. POSITIVE IMPACTS: Project implementation would provide increased north-south transportation capacity and thereby would reduce anticipated congestion on SR-36 to LOS D and at the lake Point interchange with I-80. NEGATIVE IMPACTS: The build alternatives would require right-of-way acquisition ranging from 522 acres to 577 acres. Total loss of agricultural lands would range from 173 acres to 237 acres and loss of wetlands from 12 acres to 24 acres. The build options would create noise impacts on up to four receptors and would impact up to 75 groundwater rights. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090302, Volume I--405 pages and maps, Volume II--oversized maps, August 27, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-09-01-D KW - Farmlands KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826974?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.title=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: August 27, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. [Part 7 of 9] T2 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. AN - 756826820; 14006-090302_0007 AB - PURPOSE: Construction of a new highway between SR-36 and I-80, Tooele County, Utah is proposed. The project study area is located in the Tooele Valley with Sheep Lane roadway to the west and SR-36 to the east. Development trends and plans within Tooele Valley include large-scale residential and commercial expansion within the next five to ten years in Tooele City, Erda Township, Stansbury Park, Lake Point, and Eastern Grantsville. The population in the valley is projected to triple by the design year 2030. Since the mid-1990's, five major studies or plans have identified the need for increased capacity due to increased travel demand. Traffic analyses indicate that by 2030, SR-36, the main north-south route in the project study area will become heavily congested and fail if no improvements are made. The existing I-80 lake Point interchange will also fail. Nine build alternatives, three interchange alternatives, transit, and transportation system and demand management alternatives were evaluated on the basis of traffic and project purpose, as well as environmental impacts. Three alternatives, including a No Build Alternative, were carried forward for analysis in this draft EIS. The Midvalley Highway East alternative would include a four lane arterial between SR-36 and SR-112 and a four lane freeway between SR-112 and I-80. The 3.7-mile arterial segment would include an intersection with SR-36 in the southern portion of the project area located between the Union Pacific Railroad tracks and Utah Industrial Depot and would cross over the tracks via a new bridge. The arterial roadway would transition to a freeway between SR-112 and the future 1000 North roadway. The freeway segment would extend between the future 1000 North roadway and I-80 with interchanges planned at the future 1000 North roadway, the future parkway (3400 North), SR-138, and a freeway-to-freeway interchange with I-80. Bridges would carry traffic over existing and planned roadways and trails. Two options are being evaluated as part of this alternative between the future 1000 North Roadway and Erda Way. The Midvalley Highway West Alternative differs in that the two options being evaluated as part of this alternative are between the future Parkway (3400 North) and SR-138. POSITIVE IMPACTS: Project implementation would provide increased north-south transportation capacity and thereby would reduce anticipated congestion on SR-36 to LOS D and at the lake Point interchange with I-80. NEGATIVE IMPACTS: The build alternatives would require right-of-way acquisition ranging from 522 acres to 577 acres. Total loss of agricultural lands would range from 173 acres to 237 acres and loss of wetlands from 12 acres to 24 acres. The build options would create noise impacts on up to four receptors and would impact up to 75 groundwater rights. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090302, Volume I--405 pages and maps, Volume II--oversized maps, August 27, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-09-01-D KW - Farmlands KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826820?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.title=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: August 27, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TOOELE COUNTY MIDVALLEY HIGHWAY PROJECT, UTAH. AN - 36350140; 14006 AB - PURPOSE: Construction of a new highway between SR-36 and I-80, Tooele County, Utah is proposed. The project study area is located in the Tooele Valley with Sheep Lane roadway to the west and SR-36 to the east. Development trends and plans within Tooele Valley include large-scale residential and commercial expansion within the next five to ten years in Tooele City, Erda Township, Stansbury Park, Lake Point, and Eastern Grantsville. The population in the valley is projected to triple by the design year 2030. Since the mid-1990's, five major studies or plans have identified the need for increased capacity due to increased travel demand. Traffic analyses indicate that by 2030, SR-36, the main north-south route in the project study area will become heavily congested and fail if no improvements are made. The existing I-80 lake Point interchange will also fail. Nine build alternatives, three interchange alternatives, transit, and transportation system and demand management alternatives were evaluated on the basis of traffic and project purpose, as well as environmental impacts. Three alternatives, including a No Build Alternative, were carried forward for analysis in this draft EIS. The Midvalley Highway East alternative would include a four lane arterial between SR-36 and SR-112 and a four lane freeway between SR-112 and I-80. The 3.7-mile arterial segment would include an intersection with SR-36 in the southern portion of the project area located between the Union Pacific Railroad tracks and Utah Industrial Depot and would cross over the tracks via a new bridge. The arterial roadway would transition to a freeway between SR-112 and the future 1000 North roadway. The freeway segment would extend between the future 1000 North roadway and I-80 with interchanges planned at the future 1000 North roadway, the future parkway (3400 North), SR-138, and a freeway-to-freeway interchange with I-80. Bridges would carry traffic over existing and planned roadways and trails. Two options are being evaluated as part of this alternative between the future 1000 North Roadway and Erda Way. The Midvalley Highway West Alternative differs in that the two options being evaluated as part of this alternative are between the future Parkway (3400 North) and SR-138. POSITIVE IMPACTS: Project implementation would provide increased north-south transportation capacity and thereby would reduce anticipated congestion on SR-36 to LOS D and at the lake Point interchange with I-80. NEGATIVE IMPACTS: The build alternatives would require right-of-way acquisition ranging from 522 acres to 577 acres. Total loss of agricultural lands would range from 173 acres to 237 acres and loss of wetlands from 12 acres to 24 acres. The build options would create noise impacts on up to four receptors and would impact up to 75 groundwater rights. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090302, Volume I--405 pages and maps, Volume II--oversized maps, August 27, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-09-01-D KW - Farmlands KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350140?accountid=14244 L2 - http://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=2009-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.title=TOOELE+COUNTY+MIDVALLEY+HIGHWAY+PROJECT%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: August 27, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 23 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873126540; 14003-9_0023 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126540?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 22 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873126534; 14003-9_0022 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126534?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 21 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873126530; 14003-9_0021 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126530?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 16 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873126522; 14003-9_0016 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126522?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 20 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125870; 14003-9_0020 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125870?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 19 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125867; 14003-9_0019 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125867?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 18 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125762; 14003-9_0018 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125762?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 17 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125728; 14003-9_0017 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125728?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 15 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125719; 14003-9_0015 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125719?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 14 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125715; 14003-9_0014 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125715?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 13 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125711; 14003-9_0013 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125711?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 12 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125707; 14003-9_0012 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125707?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 11 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125704; 14003-9_0011 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125704?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 10 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125703; 14003-9_0010 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125703?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 9 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125700; 14003-9_0009 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125700?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 8 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125697; 14003-9_0008 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125697?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 7 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125693; 14003-9_0007 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125693?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Heidi&rft.date=2006-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=1593853300&rft.btitle=Short-Term+Play+Therapy+for+Children.+Second+Edition&rft.title=Short-Term+Play+Therapy+for+Children.+Second+Edition&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 6 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125690; 14003-9_0006 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125690?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 5 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125686; 14003-9_0005 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125686?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 4 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125648; 14003-9_0004 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125648?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 3 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125646; 14003-9_0003 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125646?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 2 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125643; 14003-9_0002 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125643?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. [Part 1 of 23] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 873125640; 14003-9_0001 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125640?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-06-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=1593853041&rft.btitle=Contemporary+Play+Therapy%3A+Theory%2C+Research%2C+and+Practice&rft.title=Contemporary+Play+Therapy%3A+Theory%2C+Research%2C+and+Practice&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 36351326; 14003 AB - PURPOSE: Improvements to Geneva Road and a portion of Provo Center Street, both of which are part of SR-114 in Utah County, Utah are proposed. The project study area includes portions of Provo, Orem, Vineyard, Lindon, and unincorporated Utah County between I-15 on the east and Utah Lake on the west. Geneva Road is the only north-south arterial roadway west of I-15 and serves as the main transportation access for that area. Traffic volumes on many of the two and three-lane portions of Geneva Road currently meet or exceed the existing capacity of the roadway with traffic volumes projected to range from 13,000 to 38,000 vehicles per day in the year 2030. Problems and concerns identified during scoping include heavy traffic levels on Geneva Road, difficult access from driveways and unsignalized intersections, lack of turn lanes and shoulders, the sharp curve at 400 North in Orem, lack of sidewalks and bicycle lanes, and additional traffic on Geneva Road when I-15 is congested. Initial alternatives were evaluated for their ability to meet or exceed Level of Service (LOS) D on Geneva Road in the year 2030 and for their ability to meet current design standards and to provide facilities for pedestrians, bicycles, and other transit. A transportation system management alternative, a transit alternative, an improved other roadways alternative, and a build a new road at a new location alternative were all eliminated. A Combination of Lanes on Geneva Road Alternative, which is the preferred alternative, and a No Action Alternative are analyzed in this final EIS. Two options were developed for the Combination of Lanes Alternative between 135 North and 1600 North in Orem, due to the uncertainty as to the future plans for the railroad tracks west of Geneva Road in this area. The preferred alternative would add travel lanes as required to meet LOS D in the year 2030, improve intersections to meet LOS D for peak hour conditions in 2030, improve the cross-section to meet or exceed minimum standards in most locations, and improve the horizontal alignment at 400 North in Orem to remove or alter the S-curve. Sidewalks, trails, and shoulders would be improved to enhance pedestrian and bicycle access and pullouts for transit use. POSITIVE IMPACTS: The proposed action would improve regional and local traffic mobility for north-south travel and would increase safety by correcting design deficiencies. Opportunities for intermodal facilities on Geneva Road would be enhanced through provision of a consistent cross-section that would better accommodate mass transit, bicycles, pedestrians, trails, and other alternative modes of travel. NEGATIVE IMPACTS: Implementation of the preferred alternative would entail permanent loss of 7.3 acres of farmland. Option one would potentially relocate 35 residences and seven businesses and option two would potentially relocate 35 residences and 20 businesses. Impervious area would increase from 65 acres to 95 acres and 0.88 acres of wetland would be impacted. Noise levels would increase by an average of two decibels. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090299, Volume 1-- 610 pages and maps, Volume 2-- oversized maps, August 21, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-01-D KW - Cultural Resources KW - Farmlands KW - Noise KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Trails KW - Transportation KW - Wetlands KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351326?accountid=14244 L2 - http://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=2009-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.title=GENEVA+ROAD%2C+CENTER+STREET%2F1600+WEST+%28PROVO%29+TO+GENEVA+ROAD%2FSR-89+%28PLEASANT+GROVE%29%2C+UTAH+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt lake City, Utah; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: August 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATOMAS LEVEE IMPROVEMENT PROGRAM, PHASE 4A LANDSIDE IMPROVEMENTS PROJECT, SUTTER AND SACRAMENTO COUNTIES, CALIFORNIA. AN - 36351377; 14002 AB - PURPOSE: The Natomas Levee Improvement Program (NLIP), Phase 4a Landside Improvements Project, consisting of improvements to a portion of the Natomas Basin's perimeter levee system in Sacramento and Sutter Counties, California, is proposed. The improvements and associated landscape and irrigation/drainage infrastructure modifications are proposed in order to provide 100-year flood protection and to incorporate the NLIP into the Natomas components of the federally authorized American Rivers Common Features Project and to bring the entire 42-mile Natomas Basin perimeter levee system into compliance with Federal and state standards for levees protecting urban areas. The Landside Improvements Project consists of four phases and the Phase 4 Project was divided into two subphases to provide construction flexibility. The Phase 4a Project is one subphase and includes proposed improvements affecting approximately six miles of the levee system in Reaches 10-15 of the Sacramento River east levee. Three alternatives, including a No Action Alternative, and two action alternatives are proposed. The Adjacent Levee Alternative (proposed alternative) would include levee raising and seepage remediation along the Sacramento River east levee (Reaches 10-15) and in two locations of the Natomas Cross Canal south levee as well as relocation and extension of the Riverside Canal. Parcels within the Fisherman's Lake Borrow Area would be the primary source of soil borrow for Phase 4a construction; those parcels excavated for borrow material would be reclaimed as agricultural land, grassland, or managed marsh depending on their location and existing land use. Wells would be constructed to provide a water supply for habitat features. The Raise and Strengthen Levee in Place (RSLIP) Alternative would be the same as described for the proposed action except for the method of levee raising and rehabilitation, the extent of levee degrade to construct cutoff walls, and extent of encroachment removal along the Sacramento River east levee. The Phase 4a Project would be constructed at the same time as portions of the Phase 2 and 3 Projects. Construction of the Phase 4a Project is planned to begin in 2010 and anticipated to be completed in 2011. POSITIVE IMPACTS: Protecting the Natomas Basin floodplain, which is occupied by 83,000 residents, would help the area avoid $7.4 billion in potential damage from uncontrolled flooding, as well as the release of toxic and hazardous materials, contamination of groundwater, and damage to the metropolitan power and transport grids. Implementation of the proposed plan would prevent designation of the area as a special flood hazard area which would preclude new development. NEGATIVE IMPACTS: The proposed alternative would contribute to air pollutant emissions, permanently convert 676 acres of prime farmland, lead to potential loss of mineral resources and woodland habitats, and impact Swainson's hawk and other protected species of birds. Implementation would potentially temporarily physically divide or disrupt an established community. Several project components would require substantial land acquisition to accommodate the expanded levee, seepage berm, and canal footprints. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 090298, Draft EIS--580 pages and maps, CD-ROM, August 20, 2009 PY - 2009 KW - Water KW - Air Quality Assessments KW - Airports KW - Birds KW - Borrow Pits KW - Canals KW - Dikes KW - Drainage KW - Erosion Control KW - Farmlands KW - Flood Control KW - Flood Protection KW - Floodplains KW - Hydraulic Assessments KW - Irrigation KW - Land Acquisitions KW - Noise Assessments KW - Reclamation Plans KW - Rivers KW - Water Quality KW - Wells KW - California KW - Sacramento River KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - River and Harbor Act of 1899, Section 10 Permits KW - River and Harbor Act of 1899, Section 14 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351377?accountid=14244 L2 - http://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=2009-08-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATOMAS+LEVEE+IMPROVEMENT+PROGRAM%2C+PHASE+4A+LANDSIDE+IMPROVEMENTS+PROJECT%2C+SUTTER+AND+SACRAMENTO+COUNTIES%2C+CALIFORNIA.&rft.title=NATOMAS+LEVEE+IMPROVEMENT+PROGRAM%2C+PHASE+4A+LANDSIDE+IMPROVEMENTS+PROJECT%2C+SUTTER+AND+SACRAMENTO+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Sacramento, California; ARMY N1 - Date revised - 2010-03-22 N1 - SuppNotes - Draft. Preparation date: August 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KENOSHA-RACINE-MILWAUKEE COMMUTER LINK, KENOSHA, RACINE, AND MILWAUKEE COUNTIES, WISCONSIN. [Part 3 of 4] T2 - KENOSHA-RACINE-MILWAUKEE COMMUTER LINK, KENOSHA, RACINE, AND MILWAUKEE COUNTIES, WISCONSIN. AN - 756826357; 13994-090290_0003 AB - PURPOSE: Commuter transportation improvements in the Kenosha-Racine-Milwaukee (KRM) corridor along the shore of Lake Michigan, Kenosha, Racine, and Milwaukee counties, Wisconsin are proposed. The study area for the KRM corridor is between the Illinois-Wisconsin state line and downtown Milwaukee, bordered by Interstate 94 on the west and Lake Michigan on the east. Three local transit systems operate in the corridor as well as several intercity transit services and freight rail lines. The Southeastern Wisconsin Regional Planning Commission (SEWRPC) recommended the development of rapid and express transit services for the KRM corridor in a Year 2035 transportation system plan adopted in 2006. Four alternatives, including a No Build Alternative, are analyzed in this draft EIS. The Transportation System Management (TSM) Alternative would upgrade existing commuter bus transit in the corridor. Improvements would include expanded schedules, traffic signal prioritization, additional park and ride spaces, assistance in forming transportation management associations among area employers, and passenger information systems at bus stops. The TSM Alternative would add trains to the current Union Pacific North service to Kenosha to allow commuters to connect with commuter bus service to Milwaukee for the business day. The Bus Rapid Transit (BRT) Alternative would develop and operate higher-capacity, higher speed, and capital-intensive commuter bus service between Kenosha, Racine, and Milwaukee and would coordinate with the existing Metra commuter rail service provided between Kenosha and Chicago. The BRT Alternative would use exclusive and/or semi-exclusive rights-of-way, on-line passenger stations, and vehicles with floor heights compatible with station platforms that improve passenger access. The Commuter Rail Alternative, which is the locally preferred alternative, would include a new commuter rail line which would operate Diesel Multiple Units on existing track between the Kenosha Metra station and the Milwaukee Amtrak Depot and would add seven new stations. Track sidings on the Union Pacific Kenosha subdivision would be lengthened or replaced. In addition, the Commuter Rail Alternative would add Park and Ride lots, improve connecting bus service, and expand Metra reverse peak service by four trains. Estimated costs for the Commuter Rail Alternative include $1.1 million in additional bus-related costs and operating and maintenance costs of $10.1 million to $10.3 million per year. POSITIVE IMPACTS: The proposed investment in transit would provide regional connections between residential and employment concentrations improving access to jobs and the labor force; and it would encourage transit-oriented infill development and redevelopment around transportation hubs and increasing use of transit service. The proposed TSM or Commuter Rail system would contribute to regional air quality compliance as a result of change in vehicle miles traveled and would help to reduce dependency on single-occupant vehicles. Fossil fuel energy consumption would be reduced and roadway congestion would be eased. NEGATIVE IMPACTS: Temporary impacts, such as soil erosion, could result from construction activities in the vicinity of area streams and rivers. The Commuter Rail Alternative would require two business relocations at a total cost of $1.19 million. Under the TSM and Commuter Rail alternatives, traffic generated from Park and Ride lots could impact roadways and intersections. Wait times for at-grade intersection railroad crossing locations could increase due to increased frequency in train traffic. LEGAL MANDATES: Federal Transit Act of 1964 (49 U.S.C. 1601 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090290, 460 pages and maps, August 13, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Land Acquisitions KW - Land Use KW - Motor Vehicles KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Transportation KW - Urban Development KW - Wisconsin KW - Federal Transit Act of 1964, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826357?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1999-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Chicago, Illinois; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: August 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KENOSHA-RACINE-MILWAUKEE COMMUTER LINK, KENOSHA, RACINE, AND MILWAUKEE COUNTIES, WISCONSIN. [Part 1 of 4] T2 - KENOSHA-RACINE-MILWAUKEE COMMUTER LINK, KENOSHA, RACINE, AND MILWAUKEE COUNTIES, WISCONSIN. AN - 756826245; 13994-090290_0001 AB - PURPOSE: Commuter transportation improvements in the Kenosha-Racine-Milwaukee (KRM) corridor along the shore of Lake Michigan, Kenosha, Racine, and Milwaukee counties, Wisconsin are proposed. The study area for the KRM corridor is between the Illinois-Wisconsin state line and downtown Milwaukee, bordered by Interstate 94 on the west and Lake Michigan on the east. Three local transit systems operate in the corridor as well as several intercity transit services and freight rail lines. The Southeastern Wisconsin Regional Planning Commission (SEWRPC) recommended the development of rapid and express transit services for the KRM corridor in a Year 2035 transportation system plan adopted in 2006. Four alternatives, including a No Build Alternative, are analyzed in this draft EIS. The Transportation System Management (TSM) Alternative would upgrade existing commuter bus transit in the corridor. Improvements would include expanded schedules, traffic signal prioritization, additional park and ride spaces, assistance in forming transportation management associations among area employers, and passenger information systems at bus stops. The TSM Alternative would add trains to the current Union Pacific North service to Kenosha to allow commuters to connect with commuter bus service to Milwaukee for the business day. The Bus Rapid Transit (BRT) Alternative would develop and operate higher-capacity, higher speed, and capital-intensive commuter bus service between Kenosha, Racine, and Milwaukee and would coordinate with the existing Metra commuter rail service provided between Kenosha and Chicago. The BRT Alternative would use exclusive and/or semi-exclusive rights-of-way, on-line passenger stations, and vehicles with floor heights compatible with station platforms that improve passenger access. The Commuter Rail Alternative, which is the locally preferred alternative, would include a new commuter rail line which would operate Diesel Multiple Units on existing track between the Kenosha Metra station and the Milwaukee Amtrak Depot and would add seven new stations. Track sidings on the Union Pacific Kenosha subdivision would be lengthened or replaced. In addition, the Commuter Rail Alternative would add Park and Ride lots, improve connecting bus service, and expand Metra reverse peak service by four trains. Estimated costs for the Commuter Rail Alternative include $1.1 million in additional bus-related costs and operating and maintenance costs of $10.1 million to $10.3 million per year. POSITIVE IMPACTS: The proposed investment in transit would provide regional connections between residential and employment concentrations improving access to jobs and the labor force; and it would encourage transit-oriented infill development and redevelopment around transportation hubs and increasing use of transit service. The proposed TSM or Commuter Rail system would contribute to regional air quality compliance as a result of change in vehicle miles traveled and would help to reduce dependency on single-occupant vehicles. Fossil fuel energy consumption would be reduced and roadway congestion would be eased. NEGATIVE IMPACTS: Temporary impacts, such as soil erosion, could result from construction activities in the vicinity of area streams and rivers. The Commuter Rail Alternative would require two business relocations at a total cost of $1.19 million. Under the TSM and Commuter Rail alternatives, traffic generated from Park and Ride lots could impact roadways and intersections. Wait times for at-grade intersection railroad crossing locations could increase due to increased frequency in train traffic. LEGAL MANDATES: Federal Transit Act of 1964 (49 U.S.C. 1601 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090290, 460 pages and maps, August 13, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Land Acquisitions KW - Land Use KW - Motor Vehicles KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Transportation KW - Urban Development KW - Wisconsin KW - Federal Transit Act of 1964, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826245?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KENOSHA-RACINE-MILWAUKEE+COMMUTER+LINK%2C+KENOSHA%2C+RACINE%2C+AND+MILWAUKEE+COUNTIES%2C+WISCONSIN.&rft.title=KENOSHA-RACINE-MILWAUKEE+COMMUTER+LINK%2C+KENOSHA%2C+RACINE%2C+AND+MILWAUKEE+COUNTIES%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Chicago, Illinois; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: August 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KENOSHA-RACINE-MILWAUKEE COMMUTER LINK, KENOSHA, RACINE, AND MILWAUKEE COUNTIES, WISCONSIN. [Part 2 of 4] T2 - KENOSHA-RACINE-MILWAUKEE COMMUTER LINK, KENOSHA, RACINE, AND MILWAUKEE COUNTIES, WISCONSIN. AN - 756826209; 13994-090290_0002 AB - PURPOSE: Commuter transportation improvements in the Kenosha-Racine-Milwaukee (KRM) corridor along the shore of Lake Michigan, Kenosha, Racine, and Milwaukee counties, Wisconsin are proposed. The study area for the KRM corridor is between the Illinois-Wisconsin state line and downtown Milwaukee, bordered by Interstate 94 on the west and Lake Michigan on the east. Three local transit systems operate in the corridor as well as several intercity transit services and freight rail lines. The Southeastern Wisconsin Regional Planning Commission (SEWRPC) recommended the development of rapid and express transit services for the KRM corridor in a Year 2035 transportation system plan adopted in 2006. Four alternatives, including a No Build Alternative, are analyzed in this draft EIS. The Transportation System Management (TSM) Alternative would upgrade existing commuter bus transit in the corridor. Improvements would include expanded schedules, traffic signal prioritization, additional park and ride spaces, assistance in forming transportation management associations among area employers, and passenger information systems at bus stops. The TSM Alternative would add trains to the current Union Pacific North service to Kenosha to allow commuters to connect with commuter bus service to Milwaukee for the business day. The Bus Rapid Transit (BRT) Alternative would develop and operate higher-capacity, higher speed, and capital-intensive commuter bus service between Kenosha, Racine, and Milwaukee and would coordinate with the existing Metra commuter rail service provided between Kenosha and Chicago. The BRT Alternative would use exclusive and/or semi-exclusive rights-of-way, on-line passenger stations, and vehicles with floor heights compatible with station platforms that improve passenger access. The Commuter Rail Alternative, which is the locally preferred alternative, would include a new commuter rail line which would operate Diesel Multiple Units on existing track between the Kenosha Metra station and the Milwaukee Amtrak Depot and would add seven new stations. Track sidings on the Union Pacific Kenosha subdivision would be lengthened or replaced. In addition, the Commuter Rail Alternative would add Park and Ride lots, improve connecting bus service, and expand Metra reverse peak service by four trains. Estimated costs for the Commuter Rail Alternative include $1.1 million in additional bus-related costs and operating and maintenance costs of $10.1 million to $10.3 million per year. POSITIVE IMPACTS: The proposed investment in transit would provide regional connections between residential and employment concentrations improving access to jobs and the labor force; and it would encourage transit-oriented infill development and redevelopment around transportation hubs and increasing use of transit service. The proposed TSM or Commuter Rail system would contribute to regional air quality compliance as a result of change in vehicle miles traveled and would help to reduce dependency on single-occupant vehicles. Fossil fuel energy consumption would be reduced and roadway congestion would be eased. NEGATIVE IMPACTS: Temporary impacts, such as soil erosion, could result from construction activities in the vicinity of area streams and rivers. The Commuter Rail Alternative would require two business relocations at a total cost of $1.19 million. Under the TSM and Commuter Rail alternatives, traffic generated from Park and Ride lots could impact roadways and intersections. Wait times for at-grade intersection railroad crossing locations could increase due to increased frequency in train traffic. LEGAL MANDATES: Federal Transit Act of 1964 (49 U.S.C. 1601 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090290, 460 pages and maps, August 13, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Land Acquisitions KW - Land Use KW - Motor Vehicles KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Transportation KW - Urban Development KW - Wisconsin KW - Federal Transit Act of 1964, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826209?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KENOSHA-RACINE-MILWAUKEE+COMMUTER+LINK%2C+KENOSHA%2C+RACINE%2C+AND+MILWAUKEE+COUNTIES%2C+WISCONSIN.&rft.title=KENOSHA-RACINE-MILWAUKEE+COMMUTER+LINK%2C+KENOSHA%2C+RACINE%2C+AND+MILWAUKEE+COUNTIES%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Chicago, Illinois; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: August 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KENOSHA-RACINE-MILWAUKEE COMMUTER LINK, KENOSHA, RACINE, AND MILWAUKEE COUNTIES, WISCONSIN. [Part 4 of 4] T2 - KENOSHA-RACINE-MILWAUKEE COMMUTER LINK, KENOSHA, RACINE, AND MILWAUKEE COUNTIES, WISCONSIN. AN - 756826192; 13994-090290_0004 AB - PURPOSE: Commuter transportation improvements in the Kenosha-Racine-Milwaukee (KRM) corridor along the shore of Lake Michigan, Kenosha, Racine, and Milwaukee counties, Wisconsin are proposed. The study area for the KRM corridor is between the Illinois-Wisconsin state line and downtown Milwaukee, bordered by Interstate 94 on the west and Lake Michigan on the east. Three local transit systems operate in the corridor as well as several intercity transit services and freight rail lines. The Southeastern Wisconsin Regional Planning Commission (SEWRPC) recommended the development of rapid and express transit services for the KRM corridor in a Year 2035 transportation system plan adopted in 2006. Four alternatives, including a No Build Alternative, are analyzed in this draft EIS. The Transportation System Management (TSM) Alternative would upgrade existing commuter bus transit in the corridor. Improvements would include expanded schedules, traffic signal prioritization, additional park and ride spaces, assistance in forming transportation management associations among area employers, and passenger information systems at bus stops. The TSM Alternative would add trains to the current Union Pacific North service to Kenosha to allow commuters to connect with commuter bus service to Milwaukee for the business day. The Bus Rapid Transit (BRT) Alternative would develop and operate higher-capacity, higher speed, and capital-intensive commuter bus service between Kenosha, Racine, and Milwaukee and would coordinate with the existing Metra commuter rail service provided between Kenosha and Chicago. The BRT Alternative would use exclusive and/or semi-exclusive rights-of-way, on-line passenger stations, and vehicles with floor heights compatible with station platforms that improve passenger access. The Commuter Rail Alternative, which is the locally preferred alternative, would include a new commuter rail line which would operate Diesel Multiple Units on existing track between the Kenosha Metra station and the Milwaukee Amtrak Depot and would add seven new stations. Track sidings on the Union Pacific Kenosha subdivision would be lengthened or replaced. In addition, the Commuter Rail Alternative would add Park and Ride lots, improve connecting bus service, and expand Metra reverse peak service by four trains. Estimated costs for the Commuter Rail Alternative include $1.1 million in additional bus-related costs and operating and maintenance costs of $10.1 million to $10.3 million per year. POSITIVE IMPACTS: The proposed investment in transit would provide regional connections between residential and employment concentrations improving access to jobs and the labor force; and it would encourage transit-oriented infill development and redevelopment around transportation hubs and increasing use of transit service. The proposed TSM or Commuter Rail system would contribute to regional air quality compliance as a result of change in vehicle miles traveled and would help to reduce dependency on single-occupant vehicles. Fossil fuel energy consumption would be reduced and roadway congestion would be eased. NEGATIVE IMPACTS: Temporary impacts, such as soil erosion, could result from construction activities in the vicinity of area streams and rivers. The Commuter Rail Alternative would require two business relocations at a total cost of $1.19 million. Under the TSM and Commuter Rail alternatives, traffic generated from Park and Ride lots could impact roadways and intersections. Wait times for at-grade intersection railroad crossing locations could increase due to increased frequency in train traffic. LEGAL MANDATES: Federal Transit Act of 1964 (49 U.S.C. 1601 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090290, 460 pages and maps, August 13, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Land Acquisitions KW - Land Use KW - Motor Vehicles KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Transportation KW - Urban Development KW - Wisconsin KW - Federal Transit Act of 1964, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826192?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KENOSHA-RACINE-MILWAUKEE+COMMUTER+LINK%2C+KENOSHA%2C+RACINE%2C+AND+MILWAUKEE+COUNTIES%2C+WISCONSIN.&rft.title=KENOSHA-RACINE-MILWAUKEE+COMMUTER+LINK%2C+KENOSHA%2C+RACINE%2C+AND+MILWAUKEE+COUNTIES%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Chicago, Illinois; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: August 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GOLD LINE CORRIDOR PROJECT, CITY AND COUNTY OF DENVER, ADAMS COUNTY, ARVADA, WHEAT RIDGE, AND JEFFERSON COUNTY, COLORADO. [Part 5 of 7] T2 - GOLD LINE CORRIDOR PROJECT, CITY AND COUNTY OF DENVER, ADAMS COUNTY, ARVADA, WHEAT RIDGE, AND JEFFERSON COUNTY, COLORADO. AN - 756825920; 13993-090289_0005 AB - PURPOSE: Development of fixed guideway transit improvements in the Gold Line Corridor of the city and county of Denver, Adams County, Wheat Ridge, and Jefferson County, Colorado is proposed. Given the forecasts of population growth and increasing employment in major activity areas in the region, there is a need to provide both transit and highway improvements. Unless improvements are undertaken, automobile and bus travel times in the study area will increase by 35 percent by 2030. The proposed action would provide commuter rail transit, employing Electrical Multiple Unit technology, extending from Denver Union Station in downtown Denver to Ward Road in Wheat Ridge. From Union Station to Pecos Street, the alignment would be shared with that of the Northwest Rail project. From West of Pecos Street to Ward Road, the alignment would follow the existing Burlington Northern Santa Fe rail rights-of-way. In addition to the proposed action, this final EIS considers a transportation systems management (TSM) alternative, primarily involving optimization of bus service, and a No Action Alternative. Capital costs for the implementation of the preferred alternative are estimated at $633.8 million in 2015 dollars. POSITIVE IMPACTS: The addition to the commuter rail system serving the Denver metropolitan area would connect major activity centers, community resources, and other regional transit services provided by the Regional Transportation District. The light rail transit line would increase mobility in the corridor and provide an alternative to single-occupant vehicle travel, thereby decreasing congestion, reducing noise levels, and enhancing air quality in the area. The TSM alternative would optimize bus service in the corridor and areas radiating from the corridor without a major capital expenditure. NEGATIVE IMPACTS: The preferred alternative would require the displacement of 16 businesses for construction of the stations and an electric substation. Approximately 26.9 acres of railroad rights-of-way and 128.8 acres of private rights-of-way would be acquired. Two historic sites eligible for inclusion in the National Register of Historic Places would be affected. Seven recreation resource sites lie within 300 feet of the rail corridor, namely, Jim Baker Reservoir, Clear Creek Valley Park, Clear Creek Trail, Terrace Park, McIlvoy Park, Ralston Creek Trail, and Lewis Ralston Gold Strike Park. Operation of the rail line would result in noise emissions at levels in excess of federal standards at 192 single family homes, 10 multi-family buildings, one park building (McIlvoy House), one museum (Arvada Flour Mill), one school, and one institutional facility. Moderate noise level increases are expected at 304 single-family homes and 20 multi-family buildings. The rail system would interject a contrasting element into the cityscape from Union Station to Pecos Street and around all stations and the electrical substation. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0340D, Volume 32, Number 3. JF - EPA number: 090289, Volume 1--558 pages, Volume II, Response to Comments--206 pages, Volume III, Appendices A through J--619 pages and maps, August 13, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Assessments KW - Historic Sites KW - Museums KW - Noise Standards Violations KW - Parks KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Schools KW - Trails KW - Transportation KW - Visual Resources KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825920?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOLD+LINE+CORRIDOR+PROJECT%2C+CITY+AND+COUNTY+OF+DENVER%2C+ADAMS+COUNTY%2C+ARVADA%2C+WHEAT+RIDGE%2C+AND+JEFFERSON+COUNTY%2C+COLORADO.&rft.title=GOLD+LINE+CORRIDOR+PROJECT%2C+CITY+AND+COUNTY+OF+DENVER%2C+ADAMS+COUNTY%2C+ARVADA%2C+WHEAT+RIDGE%2C+AND+JEFFERSON+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: August 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GOLD LINE CORRIDOR PROJECT, CITY AND COUNTY OF DENVER, ADAMS COUNTY, ARVADA, WHEAT RIDGE, AND JEFFERSON COUNTY, COLORADO. [Part 4 of 7] T2 - GOLD LINE CORRIDOR PROJECT, CITY AND COUNTY OF DENVER, ADAMS COUNTY, ARVADA, WHEAT RIDGE, AND JEFFERSON COUNTY, COLORADO. AN - 756825882; 13993-090289_0004 AB - PURPOSE: Development of fixed guideway transit improvements in the Gold Line Corridor of the city and county of Denver, Adams County, Wheat Ridge, and Jefferson County, Colorado is proposed. Given the forecasts of population growth and increasing employment in major activity areas in the region, there is a need to provide both transit and highway improvements. Unless improvements are undertaken, automobile and bus travel times in the study area will increase by 35 percent by 2030. The proposed action would provide commuter rail transit, employing Electrical Multiple Unit technology, extending from Denver Union Station in downtown Denver to Ward Road in Wheat Ridge. From Union Station to Pecos Street, the alignment would be shared with that of the Northwest Rail project. From West of Pecos Street to Ward Road, the alignment would follow the existing Burlington Northern Santa Fe rail rights-of-way. In addition to the proposed action, this final EIS considers a transportation systems management (TSM) alternative, primarily involving optimization of bus service, and a No Action Alternative. Capital costs for the implementation of the preferred alternative are estimated at $633.8 million in 2015 dollars. POSITIVE IMPACTS: The addition to the commuter rail system serving the Denver metropolitan area would connect major activity centers, community resources, and other regional transit services provided by the Regional Transportation District. The light rail transit line would increase mobility in the corridor and provide an alternative to single-occupant vehicle travel, thereby decreasing congestion, reducing noise levels, and enhancing air quality in the area. The TSM alternative would optimize bus service in the corridor and areas radiating from the corridor without a major capital expenditure. NEGATIVE IMPACTS: The preferred alternative would require the displacement of 16 businesses for construction of the stations and an electric substation. Approximately 26.9 acres of railroad rights-of-way and 128.8 acres of private rights-of-way would be acquired. Two historic sites eligible for inclusion in the National Register of Historic Places would be affected. Seven recreation resource sites lie within 300 feet of the rail corridor, namely, Jim Baker Reservoir, Clear Creek Valley Park, Clear Creek Trail, Terrace Park, McIlvoy Park, Ralston Creek Trail, and Lewis Ralston Gold Strike Park. Operation of the rail line would result in noise emissions at levels in excess of federal standards at 192 single family homes, 10 multi-family buildings, one park building (McIlvoy House), one museum (Arvada Flour Mill), one school, and one institutional facility. Moderate noise level increases are expected at 304 single-family homes and 20 multi-family buildings. The rail system would interject a contrasting element into the cityscape from Union Station to Pecos Street and around all stations and the electrical substation. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0340D, Volume 32, Number 3. JF - EPA number: 090289, Volume 1--558 pages, Volume II, Response to Comments--206 pages, Volume III, Appendices A through J--619 pages and maps, August 13, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Assessments KW - Historic Sites KW - Museums KW - Noise Standards Violations KW - Parks KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Schools KW - Trails KW - Transportation KW - Visual Resources KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825882?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOLD+LINE+CORRIDOR+PROJECT%2C+CITY+AND+COUNTY+OF+DENVER%2C+ADAMS+COUNTY%2C+ARVADA%2C+WHEAT+RIDGE%2C+AND+JEFFERSON+COUNTY%2C+COLORADO.&rft.title=GOLD+LINE+CORRIDOR+PROJECT%2C+CITY+AND+COUNTY+OF+DENVER%2C+ADAMS+COUNTY%2C+ARVADA%2C+WHEAT+RIDGE%2C+AND+JEFFERSON+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: August 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GOLD LINE CORRIDOR PROJECT, CITY AND COUNTY OF DENVER, ADAMS COUNTY, ARVADA, WHEAT RIDGE, AND JEFFERSON COUNTY, COLORADO. [Part 7 of 7] T2 - GOLD LINE CORRIDOR PROJECT, CITY AND COUNTY OF DENVER, ADAMS COUNTY, ARVADA, WHEAT RIDGE, AND JEFFERSON COUNTY, COLORADO. AN - 756825778; 13993-090289_0007 AB - PURPOSE: Development of fixed guideway transit improvements in the Gold Line Corridor of the city and county of Denver, Adams County, Wheat Ridge, and Jefferson County, Colorado is proposed. Given the forecasts of population growth and increasing employment in major activity areas in the region, there is a need to provide both transit and highway improvements. Unless improvements are undertaken, automobile and bus travel times in the study area will increase by 35 percent by 2030. The proposed action would provide commuter rail transit, employing Electrical Multiple Unit technology, extending from Denver Union Station in downtown Denver to Ward Road in Wheat Ridge. From Union Station to Pecos Street, the alignment would be shared with that of the Northwest Rail project. From West of Pecos Street to Ward Road, the alignment would follow the existing Burlington Northern Santa Fe rail rights-of-way. In addition to the proposed action, this final EIS considers a transportation systems management (TSM) alternative, primarily involving optimization of bus service, and a No Action Alternative. Capital costs for the implementation of the preferred alternative are estimated at $633.8 million in 2015 dollars. POSITIVE IMPACTS: The addition to the commuter rail system serving the Denver metropolitan area would connect major activity centers, community resources, and other regional transit services provided by the Regional Transportation District. The light rail transit line would increase mobility in the corridor and provide an alternative to single-occupant vehicle travel, thereby decreasing congestion, reducing noise levels, and enhancing air quality in the area. The TSM alternative would optimize bus service in the corridor and areas radiating from the corridor without a major capital expenditure. NEGATIVE IMPACTS: The preferred alternative would require the displacement of 16 businesses for construction of the stations and an electric substation. Approximately 26.9 acres of railroad rights-of-way and 128.8 acres of private rights-of-way would be acquired. Two historic sites eligible for inclusion in the National Register of Historic Places would be affected. Seven recreation resource sites lie within 300 feet of the rail corridor, namely, Jim Baker Reservoir, Clear Creek Valley Park, Clear Creek Trail, Terrace Park, McIlvoy Park, Ralston Creek Trail, and Lewis Ralston Gold Strike Park. Operation of the rail line would result in noise emissions at levels in excess of federal standards at 192 single family homes, 10 multi-family buildings, one park building (McIlvoy House), one museum (Arvada Flour Mill), one school, and one institutional facility. Moderate noise level increases are expected at 304 single-family homes and 20 multi-family buildings. The rail system would interject a contrasting element into the cityscape from Union Station to Pecos Street and around all stations and the electrical substation. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0340D, Volume 32, Number 3. JF - EPA number: 090289, Volume 1--558 pages, Volume II, Response to Comments--206 pages, Volume III, Appendices A through J--619 pages and maps, August 13, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Assessments KW - Historic Sites KW - Museums KW - Noise Standards Violations KW - Parks KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Schools KW - Trails KW - Transportation KW - Visual Resources KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825778?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOLD+LINE+CORRIDOR+PROJECT%2C+CITY+AND+COUNTY+OF+DENVER%2C+ADAMS+COUNTY%2C+ARVADA%2C+WHEAT+RIDGE%2C+AND+JEFFERSON+COUNTY%2C+COLORADO.&rft.title=GOLD+LINE+CORRIDOR+PROJECT%2C+CITY+AND+COUNTY+OF+DENVER%2C+ADAMS+COUNTY%2C+ARVADA%2C+WHEAT+RIDGE%2C+AND+JEFFERSON+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: August 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GOLD LINE CORRIDOR PROJECT, CITY AND COUNTY OF DENVER, ADAMS COUNTY, ARVADA, WHEAT RIDGE, AND JEFFERSON COUNTY, COLORADO. [Part 6 of 7] T2 - GOLD LINE CORRIDOR PROJECT, CITY AND COUNTY OF DENVER, ADAMS COUNTY, ARVADA, WHEAT RIDGE, AND JEFFERSON COUNTY, COLORADO. AN - 756825764; 13993-090289_0006 AB - PURPOSE: Development of fixed guideway transit improvements in the Gold Line Corridor of the city and county of Denver, Adams County, Wheat Ridge, and Jefferson County, Colorado is proposed. Given the forecasts of population growth and increasing employment in major activity areas in the region, there is a need to provide both transit and highway improvements. Unless improvements are undertaken, automobile and bus travel times in the study area will increase by 35 percent by 2030. The proposed action would provide commuter rail transit, employing Electrical Multiple Unit technology, extending from Denver Union Station in downtown Denver to Ward Road in Wheat Ridge. From Union Station to Pecos Street, the alignment would be shared with that of the Northwest Rail project. From West of Pecos Street to Ward Road, the alignment would follow the existing Burlington Northern Santa Fe rail rights-of-way. In addition to the proposed action, this final EIS considers a transportation systems management (TSM) alternative, primarily involving optimization of bus service, and a No Action Alternative. Capital costs for the implementation of the preferred alternative are estimated at $633.8 million in 2015 dollars. POSITIVE IMPACTS: The addition to the commuter rail system serving the Denver metropolitan area would connect major activity centers, community resources, and other regional transit services provided by the Regional Transportation District. The light rail transit line would increase mobility in the corridor and provide an alternative to single-occupant vehicle travel, thereby decreasing congestion, reducing noise levels, and enhancing air quality in the area. The TSM alternative would optimize bus service in the corridor and areas radiating from the corridor without a major capital expenditure. NEGATIVE IMPACTS: The preferred alternative would require the displacement of 16 businesses for construction of the stations and an electric substation. Approximately 26.9 acres of railroad rights-of-way and 128.8 acres of private rights-of-way would be acquired. Two historic sites eligible for inclusion in the National Register of Historic Places would be affected. Seven recreation resource sites lie within 300 feet of the rail corridor, namely, Jim Baker Reservoir, Clear Creek Valley Park, Clear Creek Trail, Terrace Park, McIlvoy Park, Ralston Creek Trail, and Lewis Ralston Gold Strike Park. Operation of the rail line would result in noise emissions at levels in excess of federal standards at 192 single family homes, 10 multi-family buildings, one park building (McIlvoy House), one museum (Arvada Flour Mill), one school, and one institutional facility. Moderate noise level increases are expected at 304 single-family homes and 20 multi-family buildings. The rail system would interject a contrasting element into the cityscape from Union Station to Pecos Street and around all stations and the electrical substation. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0340D, Volume 32, Number 3. JF - EPA number: 090289, Volume 1--558 pages, Volume II, Response to Comments--206 pages, Volume III, Appendices A through J--619 pages and maps, August 13, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Assessments KW - Historic Sites KW - Museums KW - Noise Standards Violations KW - Parks KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Schools KW - Trails KW - Transportation KW - Visual Resources KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825764?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOLD+LINE+CORRIDOR+PROJECT%2C+CITY+AND+COUNTY+OF+DENVER%2C+ADAMS+COUNTY%2C+ARVADA%2C+WHEAT+RIDGE%2C+AND+JEFFERSON+COUNTY%2C+COLORADO.&rft.title=GOLD+LINE+CORRIDOR+PROJECT%2C+CITY+AND+COUNTY+OF+DENVER%2C+ADAMS+COUNTY%2C+ARVADA%2C+WHEAT+RIDGE%2C+AND+JEFFERSON+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: August 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GOLD LINE CORRIDOR PROJECT, CITY AND COUNTY OF DENVER, ADAMS COUNTY, ARVADA, WHEAT RIDGE, AND JEFFERSON COUNTY, COLORADO. [Part 2 of 7] T2 - GOLD LINE CORRIDOR PROJECT, CITY AND COUNTY OF DENVER, ADAMS COUNTY, ARVADA, WHEAT RIDGE, AND JEFFERSON COUNTY, COLORADO. AN - 756825679; 13993-090289_0002 AB - PURPOSE: Development of fixed guideway transit improvements in the Gold Line Corridor of the city and county of Denver, Adams County, Wheat Ridge, and Jefferson County, Colorado is proposed. Given the forecasts of population growth and increasing employment in major activity areas in the region, there is a need to provide both transit and highway improvements. Unless improvements are undertaken, automobile and bus travel times in the study area will increase by 35 percent by 2030. The proposed action would provide commuter rail transit, employing Electrical Multiple Unit technology, extending from Denver Union Station in downtown Denver to Ward Road in Wheat Ridge. From Union Station to Pecos Street, the alignment would be shared with that of the Northwest Rail project. From West of Pecos Street to Ward Road, the alignment would follow the existing Burlington Northern Santa Fe rail rights-of-way. In addition to the proposed action, this final EIS considers a transportation systems management (TSM) alternative, primarily involving optimization of bus service, and a No Action Alternative. Capital costs for the implementation of the preferred alternative are estimated at $633.8 million in 2015 dollars. POSITIVE IMPACTS: The addition to the commuter rail system serving the Denver metropolitan area would connect major activity centers, community resources, and other regional transit services provided by the Regional Transportation District. The light rail transit line would increase mobility in the corridor and provide an alternative to single-occupant vehicle travel, thereby decreasing congestion, reducing noise levels, and enhancing air quality in the area. The TSM alternative would optimize bus service in the corridor and areas radiating from the corridor without a major capital expenditure. NEGATIVE IMPACTS: The preferred alternative would require the displacement of 16 businesses for construction of the stations and an electric substation. Approximately 26.9 acres of railroad rights-of-way and 128.8 acres of private rights-of-way would be acquired. Two historic sites eligible for inclusion in the National Register of Historic Places would be affected. Seven recreation resource sites lie within 300 feet of the rail corridor, namely, Jim Baker Reservoir, Clear Creek Valley Park, Clear Creek Trail, Terrace Park, McIlvoy Park, Ralston Creek Trail, and Lewis Ralston Gold Strike Park. Operation of the rail line would result in noise emissions at levels in excess of federal standards at 192 single family homes, 10 multi-family buildings, one park building (McIlvoy House), one museum (Arvada Flour Mill), one school, and one institutional facility. Moderate noise level increases are expected at 304 single-family homes and 20 multi-family buildings. The rail system would interject a contrasting element into the cityscape from Union Station to Pecos Street and around all stations and the electrical substation. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0340D, Volume 32, Number 3. JF - EPA number: 090289, Volume 1--558 pages, Volume II, Response to Comments--206 pages, Volume III, Appendices A through J--619 pages and maps, August 13, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Assessments KW - Historic Sites KW - Museums KW - Noise Standards Violations KW - Parks KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Schools KW - Trails KW - Transportation KW - Visual Resources KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825679?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOLD+LINE+CORRIDOR+PROJECT%2C+CITY+AND+COUNTY+OF+DENVER%2C+ADAMS+COUNTY%2C+ARVADA%2C+WHEAT+RIDGE%2C+AND+JEFFERSON+COUNTY%2C+COLORADO.&rft.title=GOLD+LINE+CORRIDOR+PROJECT%2C+CITY+AND+COUNTY+OF+DENVER%2C+ADAMS+COUNTY%2C+ARVADA%2C+WHEAT+RIDGE%2C+AND+JEFFERSON+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: August 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GOLD LINE CORRIDOR PROJECT, CITY AND COUNTY OF DENVER, ADAMS COUNTY, ARVADA, WHEAT RIDGE, AND JEFFERSON COUNTY, COLORADO. [Part 3 of 7] T2 - GOLD LINE CORRIDOR PROJECT, CITY AND COUNTY OF DENVER, ADAMS COUNTY, ARVADA, WHEAT RIDGE, AND JEFFERSON COUNTY, COLORADO. AN - 756825552; 13993-090289_0003 AB - PURPOSE: Development of fixed guideway transit improvements in the Gold Line Corridor of the city and county of Denver, Adams County, Wheat Ridge, and Jefferson County, Colorado is proposed. Given the forecasts of population growth and increasing employment in major activity areas in the region, there is a need to provide both transit and highway improvements. Unless improvements are undertaken, automobile and bus travel times in the study area will increase by 35 percent by 2030. The proposed action would provide commuter rail transit, employing Electrical Multiple Unit technology, extending from Denver Union Station in downtown Denver to Ward Road in Wheat Ridge. From Union Station to Pecos Street, the alignment would be shared with that of the Northwest Rail project. From West of Pecos Street to Ward Road, the alignment would follow the existing Burlington Northern Santa Fe rail rights-of-way. In addition to the proposed action, this final EIS considers a transportation systems management (TSM) alternative, primarily involving optimization of bus service, and a No Action Alternative. Capital costs for the implementation of the preferred alternative are estimated at $633.8 million in 2015 dollars. POSITIVE IMPACTS: The addition to the commuter rail system serving the Denver metropolitan area would connect major activity centers, community resources, and other regional transit services provided by the Regional Transportation District. The light rail transit line would increase mobility in the corridor and provide an alternative to single-occupant vehicle travel, thereby decreasing congestion, reducing noise levels, and enhancing air quality in the area. The TSM alternative would optimize bus service in the corridor and areas radiating from the corridor without a major capital expenditure. NEGATIVE IMPACTS: The preferred alternative would require the displacement of 16 businesses for construction of the stations and an electric substation. Approximately 26.9 acres of railroad rights-of-way and 128.8 acres of private rights-of-way would be acquired. Two historic sites eligible for inclusion in the National Register of Historic Places would be affected. Seven recreation resource sites lie within 300 feet of the rail corridor, namely, Jim Baker Reservoir, Clear Creek Valley Park, Clear Creek Trail, Terrace Park, McIlvoy Park, Ralston Creek Trail, and Lewis Ralston Gold Strike Park. Operation of the rail line would result in noise emissions at levels in excess of federal standards at 192 single family homes, 10 multi-family buildings, one park building (McIlvoy House), one museum (Arvada Flour Mill), one school, and one institutional facility. Moderate noise level increases are expected at 304 single-family homes and 20 multi-family buildings. The rail system would interject a contrasting element into the cityscape from Union Station to Pecos Street and around all stations and the electrical substation. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0340D, Volume 32, Number 3. JF - EPA number: 090289, Volume 1--558 pages, Volume II, Response to Comments--206 pages, Volume III, Appendices A through J--619 pages and maps, August 13, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Assessments KW - Historic Sites KW - Museums KW - Noise Standards Violations KW - Parks KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Schools KW - Trails KW - Transportation KW - Visual Resources KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825552?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=1559590173&rft.btitle=Play+Therapy%3A+The+Art+of+the+Relationship.&rft.title=Play+Therapy%3A+The+Art+of+the+Relationship.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: August 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GOLD LINE CORRIDOR PROJECT, CITY AND COUNTY OF DENVER, ADAMS COUNTY, ARVADA, WHEAT RIDGE, AND JEFFERSON COUNTY, COLORADO. [Part 1 of 7] T2 - GOLD LINE CORRIDOR PROJECT, CITY AND COUNTY OF DENVER, ADAMS COUNTY, ARVADA, WHEAT RIDGE, AND JEFFERSON COUNTY, COLORADO. AN - 756825528; 13993-090289_0001 AB - PURPOSE: Development of fixed guideway transit improvements in the Gold Line Corridor of the city and county of Denver, Adams County, Wheat Ridge, and Jefferson County, Colorado is proposed. Given the forecasts of population growth and increasing employment in major activity areas in the region, there is a need to provide both transit and highway improvements. Unless improvements are undertaken, automobile and bus travel times in the study area will increase by 35 percent by 2030. The proposed action would provide commuter rail transit, employing Electrical Multiple Unit technology, extending from Denver Union Station in downtown Denver to Ward Road in Wheat Ridge. From Union Station to Pecos Street, the alignment would be shared with that of the Northwest Rail project. From West of Pecos Street to Ward Road, the alignment would follow the existing Burlington Northern Santa Fe rail rights-of-way. In addition to the proposed action, this final EIS considers a transportation systems management (TSM) alternative, primarily involving optimization of bus service, and a No Action Alternative. Capital costs for the implementation of the preferred alternative are estimated at $633.8 million in 2015 dollars. POSITIVE IMPACTS: The addition to the commuter rail system serving the Denver metropolitan area would connect major activity centers, community resources, and other regional transit services provided by the Regional Transportation District. The light rail transit line would increase mobility in the corridor and provide an alternative to single-occupant vehicle travel, thereby decreasing congestion, reducing noise levels, and enhancing air quality in the area. The TSM alternative would optimize bus service in the corridor and areas radiating from the corridor without a major capital expenditure. NEGATIVE IMPACTS: The preferred alternative would require the displacement of 16 businesses for construction of the stations and an electric substation. Approximately 26.9 acres of railroad rights-of-way and 128.8 acres of private rights-of-way would be acquired. Two historic sites eligible for inclusion in the National Register of Historic Places would be affected. Seven recreation resource sites lie within 300 feet of the rail corridor, namely, Jim Baker Reservoir, Clear Creek Valley Park, Clear Creek Trail, Terrace Park, McIlvoy Park, Ralston Creek Trail, and Lewis Ralston Gold Strike Park. Operation of the rail line would result in noise emissions at levels in excess of federal standards at 192 single family homes, 10 multi-family buildings, one park building (McIlvoy House), one museum (Arvada Flour Mill), one school, and one institutional facility. Moderate noise level increases are expected at 304 single-family homes and 20 multi-family buildings. The rail system would interject a contrasting element into the cityscape from Union Station to Pecos Street and around all stations and the electrical substation. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0340D, Volume 32, Number 3. JF - EPA number: 090289, Volume 1--558 pages, Volume II, Response to Comments--206 pages, Volume III, Appendices A through J--619 pages and maps, August 13, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Assessments KW - Historic Sites KW - Museums KW - Noise Standards Violations KW - Parks KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Schools KW - Trails KW - Transportation KW - Visual Resources KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825528?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOLD+LINE+CORRIDOR+PROJECT%2C+CITY+AND+COUNTY+OF+DENVER%2C+ADAMS+COUNTY%2C+ARVADA%2C+WHEAT+RIDGE%2C+AND+JEFFERSON+COUNTY%2C+COLORADO.&rft.title=GOLD+LINE+CORRIDOR+PROJECT%2C+CITY+AND+COUNTY+OF+DENVER%2C+ADAMS+COUNTY%2C+ARVADA%2C+WHEAT+RIDGE%2C+AND+JEFFERSON+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: August 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GOLD LINE CORRIDOR PROJECT, CITY AND COUNTY OF DENVER, ADAMS COUNTY, ARVADA, WHEAT RIDGE, AND JEFFERSON COUNTY, COLORADO. AN - 36347192; 13993 AB - PURPOSE: Development of fixed guideway transit improvements in the Gold Line Corridor of the city and county of Denver, Adams County, Wheat Ridge, and Jefferson County, Colorado is proposed. Given the forecasts of population growth and increasing employment in major activity areas in the region, there is a need to provide both transit and highway improvements. Unless improvements are undertaken, automobile and bus travel times in the study area will increase by 35 percent by 2030. The proposed action would provide commuter rail transit, employing Electrical Multiple Unit technology, extending from Denver Union Station in downtown Denver to Ward Road in Wheat Ridge. From Union Station to Pecos Street, the alignment would be shared with that of the Northwest Rail project. From West of Pecos Street to Ward Road, the alignment would follow the existing Burlington Northern Santa Fe rail rights-of-way. In addition to the proposed action, this final EIS considers a transportation systems management (TSM) alternative, primarily involving optimization of bus service, and a No Action Alternative. Capital costs for the implementation of the preferred alternative are estimated at $633.8 million in 2015 dollars. POSITIVE IMPACTS: The addition to the commuter rail system serving the Denver metropolitan area would connect major activity centers, community resources, and other regional transit services provided by the Regional Transportation District. The light rail transit line would increase mobility in the corridor and provide an alternative to single-occupant vehicle travel, thereby decreasing congestion, reducing noise levels, and enhancing air quality in the area. The TSM alternative would optimize bus service in the corridor and areas radiating from the corridor without a major capital expenditure. NEGATIVE IMPACTS: The preferred alternative would require the displacement of 16 businesses for construction of the stations and an electric substation. Approximately 26.9 acres of railroad rights-of-way and 128.8 acres of private rights-of-way would be acquired. Two historic sites eligible for inclusion in the National Register of Historic Places would be affected. Seven recreation resource sites lie within 300 feet of the rail corridor, namely, Jim Baker Reservoir, Clear Creek Valley Park, Clear Creek Trail, Terrace Park, McIlvoy Park, Ralston Creek Trail, and Lewis Ralston Gold Strike Park. Operation of the rail line would result in noise emissions at levels in excess of federal standards at 192 single family homes, 10 multi-family buildings, one park building (McIlvoy House), one museum (Arvada Flour Mill), one school, and one institutional facility. Moderate noise level increases are expected at 304 single-family homes and 20 multi-family buildings. The rail system would interject a contrasting element into the cityscape from Union Station to Pecos Street and around all stations and the electrical substation. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0340D, Volume 32, Number 3. JF - EPA number: 090289, Volume 1--558 pages, Volume II, Response to Comments--206 pages, Volume III, Appendices A through J--619 pages and maps, August 13, 2009 PY - 2009 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources Assessments KW - Historic Sites KW - Museums KW - Noise Standards Violations KW - Parks KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Schools KW - Trails KW - Transportation KW - Visual Resources KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347192?accountid=14244 L2 - http://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=2009-08-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOLD+LINE+CORRIDOR+PROJECT%2C+CITY+AND+COUNTY+OF+DENVER%2C+ADAMS+COUNTY%2C+ARVADA%2C+WHEAT+RIDGE%2C+AND+JEFFERSON+COUNTY%2C+COLORADO.&rft.title=GOLD+LINE+CORRIDOR+PROJECT%2C+CITY+AND+COUNTY+OF+DENVER%2C+ADAMS+COUNTY%2C+ARVADA%2C+WHEAT+RIDGE%2C+AND+JEFFERSON+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: August 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KENOSHA-RACINE-MILWAUKEE COMMUTER LINK, KENOSHA, RACINE, AND MILWAUKEE COUNTIES, WISCONSIN. AN - 36344862; 13994 AB - PURPOSE: Commuter transportation improvements in the Kenosha-Racine-Milwaukee (KRM) corridor along the shore of Lake Michigan, Kenosha, Racine, and Milwaukee counties, Wisconsin are proposed. The study area for the KRM corridor is between the Illinois-Wisconsin state line and downtown Milwaukee, bordered by Interstate 94 on the west and Lake Michigan on the east. Three local transit systems operate in the corridor as well as several intercity transit services and freight rail lines. The Southeastern Wisconsin Regional Planning Commission (SEWRPC) recommended the development of rapid and express transit services for the KRM corridor in a Year 2035 transportation system plan adopted in 2006. Four alternatives, including a No Build Alternative, are analyzed in this draft EIS. The Transportation System Management (TSM) Alternative would upgrade existing commuter bus transit in the corridor. Improvements would include expanded schedules, traffic signal prioritization, additional park and ride spaces, assistance in forming transportation management associations among area employers, and passenger information systems at bus stops. The TSM Alternative would add trains to the current Union Pacific North service to Kenosha to allow commuters to connect with commuter bus service to Milwaukee for the business day. The Bus Rapid Transit (BRT) Alternative would develop and operate higher-capacity, higher speed, and capital-intensive commuter bus service between Kenosha, Racine, and Milwaukee and would coordinate with the existing Metra commuter rail service provided between Kenosha and Chicago. The BRT Alternative would use exclusive and/or semi-exclusive rights-of-way, on-line passenger stations, and vehicles with floor heights compatible with station platforms that improve passenger access. The Commuter Rail Alternative, which is the locally preferred alternative, would include a new commuter rail line which would operate Diesel Multiple Units on existing track between the Kenosha Metra station and the Milwaukee Amtrak Depot and would add seven new stations. Track sidings on the Union Pacific Kenosha subdivision would be lengthened or replaced. In addition, the Commuter Rail Alternative would add Park and Ride lots, improve connecting bus service, and expand Metra reverse peak service by four trains. Estimated costs for the Commuter Rail Alternative include $1.1 million in additional bus-related costs and operating and maintenance costs of $10.1 million to $10.3 million per year. POSITIVE IMPACTS: The proposed investment in transit would provide regional connections between residential and employment concentrations improving access to jobs and the labor force; and it would encourage transit-oriented infill development and redevelopment around transportation hubs and increasing use of transit service. The proposed TSM or Commuter Rail system would contribute to regional air quality compliance as a result of change in vehicle miles traveled and would help to reduce dependency on single-occupant vehicles. Fossil fuel energy consumption would be reduced and roadway congestion would be eased. NEGATIVE IMPACTS: Temporary impacts, such as soil erosion, could result from construction activities in the vicinity of area streams and rivers. The Commuter Rail Alternative would require two business relocations at a total cost of $1.19 million. Under the TSM and Commuter Rail alternatives, traffic generated from Park and Ride lots could impact roadways and intersections. Wait times for at-grade intersection railroad crossing locations could increase due to increased frequency in train traffic. LEGAL MANDATES: Federal Transit Act of 1964 (49 U.S.C. 1601 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090290, 460 pages and maps, August 13, 2009 PY - 2009 KW - Roads and Railroads KW - Land Acquisitions KW - Land Use KW - Motor Vehicles KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Transportation KW - Urban Development KW - Wisconsin KW - Federal Transit Act of 1964, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344862?accountid=14244 L2 - http://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=2009-08-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KENOSHA-RACINE-MILWAUKEE+COMMUTER+LINK%2C+KENOSHA%2C+RACINE%2C+AND+MILWAUKEE+COUNTIES%2C+WISCONSIN.&rft.title=KENOSHA-RACINE-MILWAUKEE+COMMUTER+LINK%2C+KENOSHA%2C+RACINE%2C+AND+MILWAUKEE+COUNTIES%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Chicago, Illinois; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: August 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NATOMAS LEVEE IMPROVEMENT PROGRAM, PHASE 3 LANDSIDE IMPROVEMENTS PROJECT, SUTTER AND SACRAMENTO COUNTIES, CALIFORNIA. AN - 15227168; 13992 AB - PURPOSE: The Natomas Levee Improvement Program (NLIP), Phase 3 Landside Improvements Project, consisting of improvements to a portion of the Natomas Basin's perimeter levee system in Sutter and Sacramento Counties, California, is proposed. The improvements and associated landscape and irrigation/drainage infrastructure modifications are proposed in order to provide 100-year flood protection and to incorporate the NLIP into the Natomas components of the federally authorized American Rivers Common Features Project and to bring the entire 42-mile Natomas Basin perimeter levee system into compliance with Federal and state standards for levees protecting urban areas. The Phase 3 Landside Improvements project includes proposed improvements affecting approximately 13 miles of the levee system and focuses on underseepage, erosion, encroachment, and levee height deficiencies along 4.5 miles of the Sacramento River east levee, 3.2 miles of the Pleasant Grove Creek Canal (PGCC) west levee, and 6.2 miles of the Natomas East Main Drainage Canal (NEMDC) west levee. Three alternatives, including a No Action Alternative, and two action alternatives are proposed. The Adjacent Setback Levee Alternative (proposed alternative) would construct a raised setback levee from north of Elverta Road to just south of Interstate 5 (Sacramento River east levee) with cutoff walls, seepage beams, and relief wells to reduce seepage potential. The proposed alternative would also address deficiencies of the PGCC and NEMDC levees through raising, flattening and widening of slopes, and construction of cutoff walls; and relocate approximately 9,400 feet of the Elkhorn Canal, construct a new drainage canal downstream of Elkhorn Reservoir, reconstruct the Reclamation District 1000 Pumping Plant No. 2, realign and relocate local irrigation and drainage canals, remove encroachments, and reconfigure the Airport West Ditch. The second action alternative, the Levee Raise-in-Place Alternative, would be the same as the proposed alternative except for levee raising, seepage remediation, and removal of encroachments along the Sacramento River east levee. Construction of the Phase 3 Project would require approximately 2.4 million cubic yards of earthen fill material plus 66,000 tons of aggregate base. POSITIVE IMPACTS: Protecting the Natomas Basin floodplain, which is occupied by 83,000 residents, would help the area avoid $7.4 billion in potential damage from uncontrolled flooding, as well as the release of toxic and hazardous materials, contamination of groundwater, and damage to the metropolitan power and transport grids. Implementation of the proposed plan would prevent designation of the area as a special flood hazard area which would preclude new development. Proposed modifications to the irrigation distribution and agricultural drainage systems would allow for dewatering the Airport West Ditch, reducing its attractiveness to wildlife and the associated potential for bird-aircraft strikes. NEGATIVE IMPACTS: The proposed alternative would contribute to air pollutant emissions and permanently convert 362 acres of prime farmland in the Natomas Basin. Borrow material needed for construction would be obtained from existing rice and field crop lands and estimates are that rice production would be lost for one year, and field crop production would be lost for two years. Project components would require substantial land acquisition, temporary increases in traffic of up to 1,000 trips/day for the Sacramento River east levee and up to 200 trips/day for the PGCC, and temporary closure of approximately 1,000 feet of Garden Highway for 8 to 12 weeks. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0212D, Volume 33, Number 2. JF - EPA number: 090288, Final EIS--521 pages and maps, CD-ROM, August 13, 2009 PY - 2009 KW - Land Use KW - Air Quality Assessments KW - Airports KW - Canals KW - Dikes KW - Drainage KW - Erosion Control KW - Farmlands KW - Flood Control KW - Flood Protection KW - Floodplains KW - Hydraulic Assessments KW - Irrigation KW - Land Acquisitions KW - Noise Assessments KW - Rivers KW - Water Quality KW - California KW - Sacramento River KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - River and Harbor Act of 1899, Section 10 Permits KW - River and Harbor Act of 1899, Section 14 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15227168?accountid=14244 L2 - http://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=2009-08-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NATOMAS+LEVEE+IMPROVEMENT+PROGRAM%2C+PHASE+3+LANDSIDE+IMPROVEMENTS+PROJECT%2C+SUTTER+AND+SACRAMENTO+COUNTIES%2C+CALIFORNIA.&rft.title=NATOMAS+LEVEE+IMPROVEMENT+PROGRAM%2C+PHASE+3+LANDSIDE+IMPROVEMENTS+PROJECT%2C+SUTTER+AND+SACRAMENTO+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Sacramento, California; ARMY N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: August 13, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 93 IMPROVEMENTS, SALEM TO MANCHESTER, HILLSBOROUGH AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE (IM-IR-93-1(174)0, 10418C) (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL, 2004). [Part 3 of 3] T2 - INTERSTATE 93 IMPROVEMENTS, SALEM TO MANCHESTER, HILLSBOROUGH AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE (IM-IR-93-1(174)0, 10418C) (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL, 2004). AN - 756826583; 13982-090278_0003 AB - PURPOSE: The improvement of a 19.8-mile segment of Interstate 93 (I-93) from the Massachusetts/New Hampshire state line northward through the towns of Salem, Windham, Derry, and Londonderry, to the I-93/I-293 interchange in the city of Manchester, New Hampshire is proposed. The study corridor is located in Hillsborough and Rockingham counties. I-93 is principal north-south arterial within the state of New Hampshire and part of the National System of Interstate and Defense Highways. Due to population growth, development, and increasing recreational opportunities in New Hampshire, the travel demands for I-93 between Salem and Manchester have exceeded the capacity of the existing four-lane facility for a number of years. Alternatives considered in the final EIS of April, 2004 include a No-Build Alternative, transportation system management and transportation demand management alternatives, widening of the highway combined with interchange improvements, and alternative modes of transportation. The selected alternative would involve widening I-93 from the existing limited access, two-lane highway in each direction to a limited access, four-lane highway in each direction. Five existing interchanges and crossroads within the project corridor would be reconstructed. In addition, three new park-and-ride facilities would be provided, one each at exits 2, 3, and 5, and bus service and ride-sharing opportunities to Boston and northern Massachusetts would be expanded. A bike path would be integrated into the highway project and space would be reserved in the median to accommodate future commuter light rail trains. Cost of the selected alternative is estimated at $420.6 million; this figure does not include rights-of-way acquisition costs associated with open land, strip acquisitions, appraisal fees, and other administrative costs. A District of New Hampshire court decision on August 30, 2007 held that traffic projections in the 2004 final EIS relied on an outdated population growth forecast. The court directed preparation of this supplemental EIS, which considers the effects of induced population and employment growth estimates on: 1) the effectiveness of the selected alternative in reducing traffic congestion; 2) traffic on secondary roads; and 3) air quality. POSITIVE IMPACTS: The project would increase transportation efficiency within the corridor by reducing congestion and enhancing safety. By allowing for a more efficient flow of traffic, the proposed alternative would result in decreased emissions of hydrocarbon pollutants and increased energy efficiency. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 21 residences and 14 business structures, 10 acres of important farmland soils, 77 acres of wetlands, including forested wetland, four vernal pools, and one state-listed protected species, the wild lupine. Displacements of wetland and upland areas would total 260 acres. Approximately 98 acres of stratified drift aquifer would be covered with impervious roadway surface, and the project would require lengthening culverts at many of the 21 stream crossings, resulting in the loss of some aquatic habitat. Six acre-feet of floodway and 43 acre-feet of floodplain would be impacted. Traffic-generated noise levels would exceed federal standards in the vicinity of 316 sensitive receptors in the year 2020; current noise levels are in excess of federal standards in the vicinity of 265 receptors. Approximately 27,700 feet of sound walls would be provided. The project would affect 23 archaeological sites and six historically significant properties. Construction activities could encounter an estimated 13 hazardous material sites. Habitat for the New England cottontail, a candidate species for federal protection, would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090278, 580 pages and maps, August 6, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-02-01-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Employment KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Population KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Surveys KW - New Hampshire KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826583?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+93+IMPROVEMENTS%2C+SALEM+TO+MANCHESTER%2C+HILLSBOROUGH+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE+%28IM-IR-93-1%28174%290%2C+10418C%29+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL%2C+2004%29.&rft.title=INTERSTATE+93+IMPROVEMENTS%2C+SALEM+TO+MANCHESTER%2C+HILLSBOROUGH+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE+%28IM-IR-93-1%28174%290%2C+10418C%29+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL%2C+2004%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: August 6, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 93 IMPROVEMENTS, SALEM TO MANCHESTER, HILLSBOROUGH AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE (IM-IR-93-1(174)0, 10418C) (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL, 2004). [Part 1 of 3] T2 - INTERSTATE 93 IMPROVEMENTS, SALEM TO MANCHESTER, HILLSBOROUGH AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE (IM-IR-93-1(174)0, 10418C) (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL, 2004). AN - 756826350; 13982-090278_0001 AB - PURPOSE: The improvement of a 19.8-mile segment of Interstate 93 (I-93) from the Massachusetts/New Hampshire state line northward through the towns of Salem, Windham, Derry, and Londonderry, to the I-93/I-293 interchange in the city of Manchester, New Hampshire is proposed. The study corridor is located in Hillsborough and Rockingham counties. I-93 is principal north-south arterial within the state of New Hampshire and part of the National System of Interstate and Defense Highways. Due to population growth, development, and increasing recreational opportunities in New Hampshire, the travel demands for I-93 between Salem and Manchester have exceeded the capacity of the existing four-lane facility for a number of years. Alternatives considered in the final EIS of April, 2004 include a No-Build Alternative, transportation system management and transportation demand management alternatives, widening of the highway combined with interchange improvements, and alternative modes of transportation. The selected alternative would involve widening I-93 from the existing limited access, two-lane highway in each direction to a limited access, four-lane highway in each direction. Five existing interchanges and crossroads within the project corridor would be reconstructed. In addition, three new park-and-ride facilities would be provided, one each at exits 2, 3, and 5, and bus service and ride-sharing opportunities to Boston and northern Massachusetts would be expanded. A bike path would be integrated into the highway project and space would be reserved in the median to accommodate future commuter light rail trains. Cost of the selected alternative is estimated at $420.6 million; this figure does not include rights-of-way acquisition costs associated with open land, strip acquisitions, appraisal fees, and other administrative costs. A District of New Hampshire court decision on August 30, 2007 held that traffic projections in the 2004 final EIS relied on an outdated population growth forecast. The court directed preparation of this supplemental EIS, which considers the effects of induced population and employment growth estimates on: 1) the effectiveness of the selected alternative in reducing traffic congestion; 2) traffic on secondary roads; and 3) air quality. POSITIVE IMPACTS: The project would increase transportation efficiency within the corridor by reducing congestion and enhancing safety. By allowing for a more efficient flow of traffic, the proposed alternative would result in decreased emissions of hydrocarbon pollutants and increased energy efficiency. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 21 residences and 14 business structures, 10 acres of important farmland soils, 77 acres of wetlands, including forested wetland, four vernal pools, and one state-listed protected species, the wild lupine. Displacements of wetland and upland areas would total 260 acres. Approximately 98 acres of stratified drift aquifer would be covered with impervious roadway surface, and the project would require lengthening culverts at many of the 21 stream crossings, resulting in the loss of some aquatic habitat. Six acre-feet of floodway and 43 acre-feet of floodplain would be impacted. Traffic-generated noise levels would exceed federal standards in the vicinity of 316 sensitive receptors in the year 2020; current noise levels are in excess of federal standards in the vicinity of 265 receptors. Approximately 27,700 feet of sound walls would be provided. The project would affect 23 archaeological sites and six historically significant properties. Construction activities could encounter an estimated 13 hazardous material sites. Habitat for the New England cottontail, a candidate species for federal protection, would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090278, 580 pages and maps, August 6, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-02-01-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Employment KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Population KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Surveys KW - New Hampshire KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826350?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+93+IMPROVEMENTS%2C+SALEM+TO+MANCHESTER%2C+HILLSBOROUGH+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE+%28IM-IR-93-1%28174%290%2C+10418C%29+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL%2C+2004%29.&rft.title=INTERSTATE+93+IMPROVEMENTS%2C+SALEM+TO+MANCHESTER%2C+HILLSBOROUGH+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE+%28IM-IR-93-1%28174%290%2C+10418C%29+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL%2C+2004%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: August 6, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 93 IMPROVEMENTS, SALEM TO MANCHESTER, HILLSBOROUGH AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE (IM-IR-93-1(174)0, 10418C) (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL, 2004). [Part 2 of 3] T2 - INTERSTATE 93 IMPROVEMENTS, SALEM TO MANCHESTER, HILLSBOROUGH AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE (IM-IR-93-1(174)0, 10418C) (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL, 2004). AN - 756826207; 13982-090278_0002 AB - PURPOSE: The improvement of a 19.8-mile segment of Interstate 93 (I-93) from the Massachusetts/New Hampshire state line northward through the towns of Salem, Windham, Derry, and Londonderry, to the I-93/I-293 interchange in the city of Manchester, New Hampshire is proposed. The study corridor is located in Hillsborough and Rockingham counties. I-93 is principal north-south arterial within the state of New Hampshire and part of the National System of Interstate and Defense Highways. Due to population growth, development, and increasing recreational opportunities in New Hampshire, the travel demands for I-93 between Salem and Manchester have exceeded the capacity of the existing four-lane facility for a number of years. Alternatives considered in the final EIS of April, 2004 include a No-Build Alternative, transportation system management and transportation demand management alternatives, widening of the highway combined with interchange improvements, and alternative modes of transportation. The selected alternative would involve widening I-93 from the existing limited access, two-lane highway in each direction to a limited access, four-lane highway in each direction. Five existing interchanges and crossroads within the project corridor would be reconstructed. In addition, three new park-and-ride facilities would be provided, one each at exits 2, 3, and 5, and bus service and ride-sharing opportunities to Boston and northern Massachusetts would be expanded. A bike path would be integrated into the highway project and space would be reserved in the median to accommodate future commuter light rail trains. Cost of the selected alternative is estimated at $420.6 million; this figure does not include rights-of-way acquisition costs associated with open land, strip acquisitions, appraisal fees, and other administrative costs. A District of New Hampshire court decision on August 30, 2007 held that traffic projections in the 2004 final EIS relied on an outdated population growth forecast. The court directed preparation of this supplemental EIS, which considers the effects of induced population and employment growth estimates on: 1) the effectiveness of the selected alternative in reducing traffic congestion; 2) traffic on secondary roads; and 3) air quality. POSITIVE IMPACTS: The project would increase transportation efficiency within the corridor by reducing congestion and enhancing safety. By allowing for a more efficient flow of traffic, the proposed alternative would result in decreased emissions of hydrocarbon pollutants and increased energy efficiency. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 21 residences and 14 business structures, 10 acres of important farmland soils, 77 acres of wetlands, including forested wetland, four vernal pools, and one state-listed protected species, the wild lupine. Displacements of wetland and upland areas would total 260 acres. Approximately 98 acres of stratified drift aquifer would be covered with impervious roadway surface, and the project would require lengthening culverts at many of the 21 stream crossings, resulting in the loss of some aquatic habitat. Six acre-feet of floodway and 43 acre-feet of floodplain would be impacted. Traffic-generated noise levels would exceed federal standards in the vicinity of 316 sensitive receptors in the year 2020; current noise levels are in excess of federal standards in the vicinity of 265 receptors. Approximately 27,700 feet of sound walls would be provided. The project would affect 23 archaeological sites and six historically significant properties. Construction activities could encounter an estimated 13 hazardous material sites. Habitat for the New England cottontail, a candidate species for federal protection, would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090278, 580 pages and maps, August 6, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-02-01-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Employment KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Population KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Surveys KW - New Hampshire KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826207?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+93+IMPROVEMENTS%2C+SALEM+TO+MANCHESTER%2C+HILLSBOROUGH+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE+%28IM-IR-93-1%28174%290%2C+10418C%29+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL%2C+2004%29.&rft.title=INTERSTATE+93+IMPROVEMENTS%2C+SALEM+TO+MANCHESTER%2C+HILLSBOROUGH+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE+%28IM-IR-93-1%28174%290%2C+10418C%29+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL%2C+2004%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: August 6, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 93 IMPROVEMENTS, SALEM TO MANCHESTER, HILLSBOROUGH AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE (IM-IR-93-1(174)0, 10418C) (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL, 2004). AN - 15223820; 13982 AB - PURPOSE: The improvement of a 19.8-mile segment of Interstate 93 (I-93) from the Massachusetts/New Hampshire state line northward through the towns of Salem, Windham, Derry, and Londonderry, to the I-93/I-293 interchange in the city of Manchester, New Hampshire is proposed. The study corridor is located in Hillsborough and Rockingham counties. I-93 is principal north-south arterial within the state of New Hampshire and part of the National System of Interstate and Defense Highways. Due to population growth, development, and increasing recreational opportunities in New Hampshire, the travel demands for I-93 between Salem and Manchester have exceeded the capacity of the existing four-lane facility for a number of years. Alternatives considered in the final EIS of April, 2004 include a No-Build Alternative, transportation system management and transportation demand management alternatives, widening of the highway combined with interchange improvements, and alternative modes of transportation. The selected alternative would involve widening I-93 from the existing limited access, two-lane highway in each direction to a limited access, four-lane highway in each direction. Five existing interchanges and crossroads within the project corridor would be reconstructed. In addition, three new park-and-ride facilities would be provided, one each at exits 2, 3, and 5, and bus service and ride-sharing opportunities to Boston and northern Massachusetts would be expanded. A bike path would be integrated into the highway project and space would be reserved in the median to accommodate future commuter light rail trains. Cost of the selected alternative is estimated at $420.6 million; this figure does not include rights-of-way acquisition costs associated with open land, strip acquisitions, appraisal fees, and other administrative costs. A District of New Hampshire court decision on August 30, 2007 held that traffic projections in the 2004 final EIS relied on an outdated population growth forecast. The court directed preparation of this supplemental EIS, which considers the effects of induced population and employment growth estimates on: 1) the effectiveness of the selected alternative in reducing traffic congestion; 2) traffic on secondary roads; and 3) air quality. POSITIVE IMPACTS: The project would increase transportation efficiency within the corridor by reducing congestion and enhancing safety. By allowing for a more efficient flow of traffic, the proposed alternative would result in decreased emissions of hydrocarbon pollutants and increased energy efficiency. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 21 residences and 14 business structures, 10 acres of important farmland soils, 77 acres of wetlands, including forested wetland, four vernal pools, and one state-listed protected species, the wild lupine. Displacements of wetland and upland areas would total 260 acres. Approximately 98 acres of stratified drift aquifer would be covered with impervious roadway surface, and the project would require lengthening culverts at many of the 21 stream crossings, resulting in the loss of some aquatic habitat. Six acre-feet of floodway and 43 acre-feet of floodplain would be impacted. Traffic-generated noise levels would exceed federal standards in the vicinity of 316 sensitive receptors in the year 2020; current noise levels are in excess of federal standards in the vicinity of 265 receptors. Approximately 27,700 feet of sound walls would be provided. The project would affect 23 archaeological sites and six historically significant properties. Construction activities could encounter an estimated 13 hazardous material sites. Habitat for the New England cottontail, a candidate species for federal protection, would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090278, 580 pages and maps, August 6, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-02-01-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Employment KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Population KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Surveys KW - New Hampshire KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15223820?accountid=14244 L2 - http://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=2009-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+93+IMPROVEMENTS%2C+SALEM+TO+MANCHESTER%2C+HILLSBOROUGH+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE+%28IM-IR-93-1%28174%290%2C+10418C%29+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL%2C+2004%29.&rft.title=INTERSTATE+93+IMPROVEMENTS%2C+SALEM+TO+MANCHESTER%2C+HILLSBOROUGH+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE+%28IM-IR-93-1%28174%290%2C+10418C%29+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL%2C+2004%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: August 6, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - The Model Research of Information Automation System Based on RFID in Logistics Business Enterprise of Warehouse T2 - 2009 IEEE International Conference on Automation and Logistics (ICAL 2009) AN - 40387704; 5297460 JF - 2009 IEEE International Conference on Automation and Logistics (ICAL 2009) AU - He, Minai AU - Wei, Xinjun Y1 - 2009/08/05/ PY - 2009 DA - 2009 Aug 05 KW - Automation KW - Information systems KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40387704?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+IEEE+International+Conference+on+Automation+and+Logistics+%28ICAL+2009%29&rft.atitle=The+Model+Research+of+Information+Automation+System+Based+on+RFID+in+Logistics+Business+Enterprise+of+Warehouse&rft.au=He%2C+Minai%3BWei%2C+Xinjun&rft.aulast=He&rft.aufirst=Minai&rft.date=2009-08-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+IEEE+International+Conference+on+Automation+and+Logistics+%28ICAL+2009%29&rft.issn=&rft_id=info:doi/ L2 - http://www.ee.cuhk.edu.hk/~qhmeng/ical/IEEE%20ICAL%202009%20Program%20 Digest.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-09-28 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - I-65 TO US 31W ACCESS IMPROVEMENT, WARREN COUNTY, KENTUCKY. [Part 2 of 2] T2 - I-65 TO US 31W ACCESS IMPROVEMENT, WARREN COUNTY, KENTUCKY. AN - 756826402; 13979-090275_0002 AB - PURPOSE: The improvement of access between Interstate 65 (I-65) and US 31 West in the Bowling Green area of Warren County, Kentucky is proposed. The study area, which serves as the main economic center for numerous surrounding counties, is experiencing rapid growth and the current transportation network is not adequate to meet the related transportation demands. The regional arterials in the project area are I-65, US 31 West, US 68/Kentucky 80 (68/KY 80), and KY 446. The study corridor lies northeast of the Bowling Green central business district and includes some of the incorporated limits of Bowling Green, unincorporated portions of Warren County, and incorporated portions of Oakland. Eight alternatives, including a No-Build Alternative (Alternative 1) and a transportation systems management scheme (Alternative 2), are considered in this final EIS. Build alternatives include reconstruction of KY 446 and US 31 West (Alternative 3); reconstruction of US 66/KY 80 (Alternative 4); reconstruction of KY 446, US 31 West, and relocation of US 68/KY 80 to the north side of the CSX railroad (Alternative 3+4 North); reconstruction of KY 446, US 31 West, and relocation of US 68/KY 80 to the south side of the CSX railroad (Alternative 3+4 South); construction of a new I-65/US 31 connector route with three alignment options and reconstruction of US31 as it approaches the new corridor (Alternative 5); and construction of a new I-65/US 31 connector route with three alignment options, along with reconstruction of US 68/KY 80 (Alternative 6). Alternative 6 with the Orange alignment option, including a single new connector extending 3.6 miles and the related reconstruction project, has been confirmed as the preferred alternative. Estimated cost of the preferred alternative is $61.1 million. POSITIVE IMPACTS: The project would meet existing and future transportation demands in the study area by improving roadway capacity and safety in the study corridor. NEGATIVE IMPACTS: Rights-of-way development under the preferred alternative would result in displacement of five residences, 6.1 acres of forested land, and 244 acres of farmland. The existence of the facility would result in the indirect conversion of 422 additional acres of farmland. The displaced farmland would include 376 acres of prime farmland and 240 acres of farmland of statewide importance. Eleven farms would be affected by loss of arable land or severance and isolation of land parcels. The alignment would traverse 28 sinkholes, and 37 sinkholes would be indirectly affected. The alignment would pass within 50 feet of Mill Cave and within 11,000 feet of Wolf Sink Cave, potentially affecting the federally protected gray bat. Two historically significant properties would be indirectly affected. Traffic-generated noise levels would exceed federal standards in the vicinity of five sensitive receptor sites. Construction workers would encounter seven sites containing contaminated wastes. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0272D, Volume 31, Number 2. JF - EPA number: 090275, Final EIS--252 pages and maps, Appendices and Comments--CD-ROM, August 3, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-04-2-F KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Geologic Sites KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Kentucky KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826402?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-65+TO+US+31W+ACCESS+IMPROVEMENT%2C+WARREN+COUNTY%2C+KENTUCKY.&rft.title=I-65+TO+US+31W+ACCESS+IMPROVEMENT%2C+WARREN+COUNTY%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: August 3, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-65 TO US 31W ACCESS IMPROVEMENT, WARREN COUNTY, KENTUCKY. [Part 1 of 2] T2 - I-65 TO US 31W ACCESS IMPROVEMENT, WARREN COUNTY, KENTUCKY. AN - 756826393; 13979-090275_0001 AB - PURPOSE: The improvement of access between Interstate 65 (I-65) and US 31 West in the Bowling Green area of Warren County, Kentucky is proposed. The study area, which serves as the main economic center for numerous surrounding counties, is experiencing rapid growth and the current transportation network is not adequate to meet the related transportation demands. The regional arterials in the project area are I-65, US 31 West, US 68/Kentucky 80 (68/KY 80), and KY 446. The study corridor lies northeast of the Bowling Green central business district and includes some of the incorporated limits of Bowling Green, unincorporated portions of Warren County, and incorporated portions of Oakland. Eight alternatives, including a No-Build Alternative (Alternative 1) and a transportation systems management scheme (Alternative 2), are considered in this final EIS. Build alternatives include reconstruction of KY 446 and US 31 West (Alternative 3); reconstruction of US 66/KY 80 (Alternative 4); reconstruction of KY 446, US 31 West, and relocation of US 68/KY 80 to the north side of the CSX railroad (Alternative 3+4 North); reconstruction of KY 446, US 31 West, and relocation of US 68/KY 80 to the south side of the CSX railroad (Alternative 3+4 South); construction of a new I-65/US 31 connector route with three alignment options and reconstruction of US31 as it approaches the new corridor (Alternative 5); and construction of a new I-65/US 31 connector route with three alignment options, along with reconstruction of US 68/KY 80 (Alternative 6). Alternative 6 with the Orange alignment option, including a single new connector extending 3.6 miles and the related reconstruction project, has been confirmed as the preferred alternative. Estimated cost of the preferred alternative is $61.1 million. POSITIVE IMPACTS: The project would meet existing and future transportation demands in the study area by improving roadway capacity and safety in the study corridor. NEGATIVE IMPACTS: Rights-of-way development under the preferred alternative would result in displacement of five residences, 6.1 acres of forested land, and 244 acres of farmland. The existence of the facility would result in the indirect conversion of 422 additional acres of farmland. The displaced farmland would include 376 acres of prime farmland and 240 acres of farmland of statewide importance. Eleven farms would be affected by loss of arable land or severance and isolation of land parcels. The alignment would traverse 28 sinkholes, and 37 sinkholes would be indirectly affected. The alignment would pass within 50 feet of Mill Cave and within 11,000 feet of Wolf Sink Cave, potentially affecting the federally protected gray bat. Two historically significant properties would be indirectly affected. Traffic-generated noise levels would exceed federal standards in the vicinity of five sensitive receptor sites. Construction workers would encounter seven sites containing contaminated wastes. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0272D, Volume 31, Number 2. JF - EPA number: 090275, Final EIS--252 pages and maps, Appendices and Comments--CD-ROM, August 3, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-04-2-F KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Geologic Sites KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Kentucky KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826393?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-08-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-65+TO+US+31W+ACCESS+IMPROVEMENT%2C+WARREN+COUNTY%2C+KENTUCKY.&rft.title=I-65+TO+US+31W+ACCESS+IMPROVEMENT%2C+WARREN+COUNTY%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: August 3, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-65 TO US 31W ACCESS IMPROVEMENT, WARREN COUNTY, KENTUCKY. AN - 15225844; 13979 AB - PURPOSE: The improvement of access between Interstate 65 (I-65) and US 31 West in the Bowling Green area of Warren County, Kentucky is proposed. The study area, which serves as the main economic center for numerous surrounding counties, is experiencing rapid growth and the current transportation network is not adequate to meet the related transportation demands. The regional arterials in the project area are I-65, US 31 West, US 68/Kentucky 80 (68/KY 80), and KY 446. The study corridor lies northeast of the Bowling Green central business district and includes some of the incorporated limits of Bowling Green, unincorporated portions of Warren County, and incorporated portions of Oakland. Eight alternatives, including a No-Build Alternative (Alternative 1) and a transportation systems management scheme (Alternative 2), are considered in this final EIS. Build alternatives include reconstruction of KY 446 and US 31 West (Alternative 3); reconstruction of US 66/KY 80 (Alternative 4); reconstruction of KY 446, US 31 West, and relocation of US 68/KY 80 to the north side of the CSX railroad (Alternative 3+4 North); reconstruction of KY 446, US 31 West, and relocation of US 68/KY 80 to the south side of the CSX railroad (Alternative 3+4 South); construction of a new I-65/US 31 connector route with three alignment options and reconstruction of US31 as it approaches the new corridor (Alternative 5); and construction of a new I-65/US 31 connector route with three alignment options, along with reconstruction of US 68/KY 80 (Alternative 6). Alternative 6 with the Orange alignment option, including a single new connector extending 3.6 miles and the related reconstruction project, has been confirmed as the preferred alternative. Estimated cost of the preferred alternative is $61.1 million. POSITIVE IMPACTS: The project would meet existing and future transportation demands in the study area by improving roadway capacity and safety in the study corridor. NEGATIVE IMPACTS: Rights-of-way development under the preferred alternative would result in displacement of five residences, 6.1 acres of forested land, and 244 acres of farmland. The existence of the facility would result in the indirect conversion of 422 additional acres of farmland. The displaced farmland would include 376 acres of prime farmland and 240 acres of farmland of statewide importance. Eleven farms would be affected by loss of arable land or severance and isolation of land parcels. The alignment would traverse 28 sinkholes, and 37 sinkholes would be indirectly affected. The alignment would pass within 50 feet of Mill Cave and within 11,000 feet of Wolf Sink Cave, potentially affecting the federally protected gray bat. Two historically significant properties would be indirectly affected. Traffic-generated noise levels would exceed federal standards in the vicinity of five sensitive receptor sites. Construction workers would encounter seven sites containing contaminated wastes. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0272D, Volume 31, Number 2. JF - EPA number: 090275, Final EIS--252 pages and maps, Appendices and Comments--CD-ROM, August 3, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-04-2-F KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Geologic Sites KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Kentucky KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15225844?accountid=14244 L2 - http://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=2009-08-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-65+TO+US+31W+ACCESS+IMPROVEMENT%2C+WARREN+COUNTY%2C+KENTUCKY.&rft.title=I-65+TO+US+31W+ACCESS+IMPROVEMENT%2C+WARREN+COUNTY%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: August 3, 2009 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - New perspectives on the wetlands of San Francisco Bay; their past, present, and future relationships to the Bay and its watersheds AN - 50082532; 2010-026364 JF - Proceedings of the Pacific Division, American Association for the Advancement of Science AU - Collins, Josh N AU - Grenier, Letitia AU - Grossinger, Robin M AU - McKee, Lester J AU - Callaway, John AU - Malamud-Roam, Frances AU - Watson, Elizabeth B AU - Sturz, A AU - Farrington, G C AU - Corrigan, R A Y1 - 2009/08// PY - 2009 DA - August 2009 SP - 63 PB - American Association for the Advancement of Science, Pacific Division, San Francisco, CA VL - 28, Part 1 KW - United States KW - degradation KW - erosion KW - reclamation KW - sedimentation KW - channels KW - ecosystems KW - rivers KW - California KW - sea-level changes KW - San Francisco Bay KW - San Francisco Bay region KW - wetlands KW - fluvial features KW - drainage basins KW - ecology KW - geomorphology KW - land use KW - 23:Geomorphology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50082532?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+of+the+Pacific+Division%2C+American+Association+for+the+Advancement+of+Science&rft.atitle=New+perspectives+on+the+wetlands+of+San+Francisco+Bay%3B+their+past%2C+present%2C+and+future+relationships+to+the+Bay+and+its+watersheds&rft.au=Collins%2C+Josh+N%3BGrenier%2C+Letitia%3BGrossinger%2C+Robin+M%3BMcKee%2C+Lester+J%3BCallaway%2C+John%3BMalamud-Roam%2C+Frances%3BWatson%2C+Elizabeth+B%3BSturz%2C+A%3BFarrington%2C+G+C%3BCorrigan%2C+R+A&rft.aulast=Collins&rft.aufirst=Josh&rft.date=2009-08-01&rft.volume=28%2C+Part+1&rft.issue=&rft.spage=63&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Pacific+Division%2C+American+Association+for+the+Advancement+of+Science&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 90th annual meeting of the AAAS, Pacific Division N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2010-01-01 N1 - PubXState - CA N1 - Last updated - 2012-06-07 N1 - CODEN - #03286 N1 - SubjectsTermNotLitGenreText - California; channels; degradation; drainage basins; ecology; ecosystems; erosion; fluvial features; geomorphology; land use; reclamation; rivers; San Francisco Bay; San Francisco Bay region; sea-level changes; sedimentation; United States; wetlands ER - TY - JOUR T1 - The forecast of motor vehicle, energy demand and CO sub(2) emission from Taiwan's road transportation sector AN - 20749929; 10138032 AB - The grey forecasting model, GM(1,1) was adopted in this study to capture the development trends of the number of motor vehicles, vehicular energy consumption and CO sub(2) emissions in Taiwan during 2007-2025. In addition, the simulation of different economic development scenarios were explored by modifying the value of the development coefficient, a, in the grey forecasting model to reflect the influence of economic growth and to be a helpful reference for realizing traffic CO sub(2) reduction potential and setting CO sub(2) mitigation strategies for Taiwan. Results showed that the vehicle fleet, energy demand and CO sub(2) emitted by the road transportation system continued to rise at the annual growth rates of 3.64%, 3.25% and 3.23% over the next 18 years. Besides, the simulation of different economic development scenarios revealed that the lower and upper bound values of allowable vehicles in 2025 are 30.2 and 36.3 million vehicles, respectively, with the traffic fuel consumption lies between 25.8 million kiloliters to 31.0 million kiloliters. The corresponding emission of CO sub(2) will be between 61.1 and 73.4 million metric tons in the low- and high-scenario profiles. JF - Energy Policy AU - Lu, I J AU - Lewis, Charles AU - Lin, Sue J AD - Department of Transportation & Communication Management Science, No.1, University Road, Tainan 701, Taiwan, ROC u860447@alumni.nthu.edu.tw Y1 - 2009/08// PY - 2009 DA - Aug 2009 SP - 2952 EP - 2961 PB - Elsevier Science, Box 882 New York NY 10159 USA, [mailto:usinfo-f@elsevier.com] VL - 37 IS - 8 SN - 0301-4215, 0301-4215 KW - Materials Business File (MB); Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Mathematical models KW - Demand KW - Motor vehicles KW - Traffic flow KW - Economic development KW - Marketing KW - Traffic engineering KW - Carbon dioxide UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20749929?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aenvironmentalengabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Energy+Policy&rft.atitle=The+forecast+of+motor+vehicle%2C+energy+demand+and+CO+sub%282%29+emission+from+Taiwan%27s+road+transportation+sector&rft.au=Lu%2C+I+J%3BLewis%2C+Charles%3BLin%2C+Sue+J&rft.aulast=Lu&rft.aufirst=I&rft.date=2009-08-01&rft.volume=37&rft.issue=8&rft.spage=2952&rft.isbn=&rft.btitle=&rft.title=Energy+Policy&rft.issn=03014215&rft_id=info:doi/10.1016%2Fj.enpol.2009.03.039 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-01 N1 - Last updated - 2014-05-06 DO - http://dx.doi.org/10.1016/j.enpol.2009.03.039 ER - TY - JOUR T1 - Designing pay-per-mile auto insurance regulatory incentives AN - 1730073431; 10135777 AB - By converting fixed insurance costs to per-mile charges, pay-as-you-drive-and-you-save (PAYDAYS) insurance would encourage voluntary reductions in driving with concomitant decreases in congestion, air pollution, greenhouse gas emissions, crashes, and insurance claims. Public policies have at time been deployed to require or reward environmental performance in the sale of transportation-related products in the marketplace. For example, the US National Highway Traffic Safety Administration has issued both proposed and final fuel economy rules intended to maximize net benefits through the use of marginal cost-benefit analysis. This paper explores how an analogous benefit-maximizing rule could be structured to encourage adoption of PAYDAYS insurance. The key to designing such a benefit-maximizing rule is to: estimate the net benefits of every mile not driven; estimate the reduction in mileage that would result from PAYDAYS insurance; and, apply these estimates to the calculation of net benefits of every PAYDAYS-insured mile. A mechanism by which the industry itself funds the incentive payments is described, as are alternatives. JF - Transportation Research, Part D: Transport and Environment AU - Greenberg, A Y1 - 2009/08// PY - 2009 DA - August 2009 SP - 437 EP - 445 PB - Elsevier Science, P.O. Box 800 Kidlington Oxford OX5 1DX UK, [mailto:nlinfo-f@elsevier.nl], [URL:http://www.elsevier.nl] VL - 14 IS - 6 SN - 1361-9209, 1361-9209 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Air pollution KW - Reduction KW - Estimates KW - Fuel consumption KW - Incentives KW - Insurance KW - Cost benefit analysis UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1730073431?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aenvironmentalengabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research%2C+Part+D%3A+Transport+and+Environment&rft.atitle=Designing+pay-per-mile+auto+insurance+regulatory+incentives&rft.au=Greenberg%2C+A&rft.aulast=Greenberg&rft.aufirst=A&rft.date=2009-08-01&rft.volume=14&rft.issue=6&rft.spage=437&rft.isbn=&rft.btitle=&rft.title=Transportation+Research%2C+Part+D%3A+Transport+and+Environment&rft.issn=13619209&rft_id=info:doi/10.1016%2Fj.trd.2009.01.003 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-01 N1 - Last updated - 2016-05-18 DO - http://dx.doi.org/10.1016/j.trd.2009.01.003 ER - TY - RPRT T1 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. [Part 1 of 12] T2 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. AN - 756826363; 13978-090274_0001 AB - PURPOSE: The widening of US 101 from mile post (MP) 18.6 to MP 27.7 in Marin County and from MP 0.0 to MP 7.1 in Sonoma County, California is proposed. US 101 is the principal route in the coastal northwest region between the San Francisco Bay area and Oregon, providing a continuous north-south route through Marin and Sonoma counties. As a result, both long-distance intercity and shorter intracity traffic use of the freeway. Along the segment around the city of Novato in northern Marin County, US 101 provides six travel lanes. North of the city to the Petaluma River in the city of Petaluma, US 101 narrows to four lanes, traversing largely undeveloped rural land. Within this rural corridor, access to the facility is not controlled by interchanges but provided via at-grade intersections. The corridor has been divided into three segments for project purposes, as follows: the southern segment from south of State Route (SR) 37 to north of Atherton Avenue in Novato; the central segment from Atherton Avenue interchange to south of SR 116 (East), crossing the Marin-Sonoma County line; and the northern segment from SR 116 (east) to north of the Corona Overcrossing in Petaluma. The proposed action would widen US 101 along the access-controlled southern and northern freeway portions. Widening would occur primarily within the existing freeway median. The project would also include widening and realignment of the roadway in the central portion of the corridor under consideration, upgrading the US 101 facility along its entire length. Three alternatives, including a No-Build Alternative, are considered in this final EIS. Under the Fixed HOV Lane Alternative, which is the preferred alternative, two HOV lanes, one in each direction, would be constructed in the median of US 101 for the length of the project. The HOV lanes would be restricted to vehicles carrying two or more people during peak commute periods. The lanes would have a standard width of 12 feet plus shoulders in the median. The Reversible HOV Lane Alternative would differ in that a single reversible lane would be constructed in the median for the central segment of the project. POSITIVE IMPACTS: The widening of US 101 within the project corridor would relieve recurrent congestion along the facility. Bicycle and pedestrian facilities would ease access to points along the corridor for those using these means of transportation. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of one residence, 156.6 to 182.1 acres of farmland, 5.5 to 6.5 acres of wetlands, 0.05 acre of habitat for the federally protected salt marsh mouse, and five archaeological sites. The project would require the removal of 1,343 to 1,706 trees, including 804 to 1,164 native trees, 439 to 569 of which would be native oak trees. The addition of 205 acres of impervious surface would increase runoff yields and increase contaminants in runoff. Approximately 535 acres of highly erodible soils would be disturbed. Fixed HOV structures would further degrade the visual aesthetics of the corridor, particularly along rural segments of the facility. The facility would traverse an area prone to seismic activity. Construction workers would encounter materials containing asbestos and sites containing other hazardous wastes. Traffic-generated noise levels, which already exceed federal standards at some sensitive receptor sites along the corridor, would increase at some of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0484D, Volume 31, Number 4. JF - EPA number: 090274, Volume 1--412 pages and maps, Volume 2--140 pages (oversized), Volume 3, Public Comments--189 pages, Appendices--177 pages and maps, July 31, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Earthquakes KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Impact Monitoring Plans KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Soils KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826363?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.title=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 31, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. [Part 5 of 12] T2 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. AN - 756825894; 13978-090274_0005 AB - PURPOSE: The widening of US 101 from mile post (MP) 18.6 to MP 27.7 in Marin County and from MP 0.0 to MP 7.1 in Sonoma County, California is proposed. US 101 is the principal route in the coastal northwest region between the San Francisco Bay area and Oregon, providing a continuous north-south route through Marin and Sonoma counties. As a result, both long-distance intercity and shorter intracity traffic use of the freeway. Along the segment around the city of Novato in northern Marin County, US 101 provides six travel lanes. North of the city to the Petaluma River in the city of Petaluma, US 101 narrows to four lanes, traversing largely undeveloped rural land. Within this rural corridor, access to the facility is not controlled by interchanges but provided via at-grade intersections. The corridor has been divided into three segments for project purposes, as follows: the southern segment from south of State Route (SR) 37 to north of Atherton Avenue in Novato; the central segment from Atherton Avenue interchange to south of SR 116 (East), crossing the Marin-Sonoma County line; and the northern segment from SR 116 (east) to north of the Corona Overcrossing in Petaluma. The proposed action would widen US 101 along the access-controlled southern and northern freeway portions. Widening would occur primarily within the existing freeway median. The project would also include widening and realignment of the roadway in the central portion of the corridor under consideration, upgrading the US 101 facility along its entire length. Three alternatives, including a No-Build Alternative, are considered in this final EIS. Under the Fixed HOV Lane Alternative, which is the preferred alternative, two HOV lanes, one in each direction, would be constructed in the median of US 101 for the length of the project. The HOV lanes would be restricted to vehicles carrying two or more people during peak commute periods. The lanes would have a standard width of 12 feet plus shoulders in the median. The Reversible HOV Lane Alternative would differ in that a single reversible lane would be constructed in the median for the central segment of the project. POSITIVE IMPACTS: The widening of US 101 within the project corridor would relieve recurrent congestion along the facility. Bicycle and pedestrian facilities would ease access to points along the corridor for those using these means of transportation. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of one residence, 156.6 to 182.1 acres of farmland, 5.5 to 6.5 acres of wetlands, 0.05 acre of habitat for the federally protected salt marsh mouse, and five archaeological sites. The project would require the removal of 1,343 to 1,706 trees, including 804 to 1,164 native trees, 439 to 569 of which would be native oak trees. The addition of 205 acres of impervious surface would increase runoff yields and increase contaminants in runoff. Approximately 535 acres of highly erodible soils would be disturbed. Fixed HOV structures would further degrade the visual aesthetics of the corridor, particularly along rural segments of the facility. The facility would traverse an area prone to seismic activity. Construction workers would encounter materials containing asbestos and sites containing other hazardous wastes. Traffic-generated noise levels, which already exceed federal standards at some sensitive receptor sites along the corridor, would increase at some of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0484D, Volume 31, Number 4. JF - EPA number: 090274, Volume 1--412 pages and maps, Volume 2--140 pages (oversized), Volume 3, Public Comments--189 pages, Appendices--177 pages and maps, July 31, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Earthquakes KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Impact Monitoring Plans KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Soils KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825894?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.title=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 31, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. [Part 4 of 12] T2 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. AN - 756825856; 13978-090274_0004 AB - PURPOSE: The widening of US 101 from mile post (MP) 18.6 to MP 27.7 in Marin County and from MP 0.0 to MP 7.1 in Sonoma County, California is proposed. US 101 is the principal route in the coastal northwest region between the San Francisco Bay area and Oregon, providing a continuous north-south route through Marin and Sonoma counties. As a result, both long-distance intercity and shorter intracity traffic use of the freeway. Along the segment around the city of Novato in northern Marin County, US 101 provides six travel lanes. North of the city to the Petaluma River in the city of Petaluma, US 101 narrows to four lanes, traversing largely undeveloped rural land. Within this rural corridor, access to the facility is not controlled by interchanges but provided via at-grade intersections. The corridor has been divided into three segments for project purposes, as follows: the southern segment from south of State Route (SR) 37 to north of Atherton Avenue in Novato; the central segment from Atherton Avenue interchange to south of SR 116 (East), crossing the Marin-Sonoma County line; and the northern segment from SR 116 (east) to north of the Corona Overcrossing in Petaluma. The proposed action would widen US 101 along the access-controlled southern and northern freeway portions. Widening would occur primarily within the existing freeway median. The project would also include widening and realignment of the roadway in the central portion of the corridor under consideration, upgrading the US 101 facility along its entire length. Three alternatives, including a No-Build Alternative, are considered in this final EIS. Under the Fixed HOV Lane Alternative, which is the preferred alternative, two HOV lanes, one in each direction, would be constructed in the median of US 101 for the length of the project. The HOV lanes would be restricted to vehicles carrying two or more people during peak commute periods. The lanes would have a standard width of 12 feet plus shoulders in the median. The Reversible HOV Lane Alternative would differ in that a single reversible lane would be constructed in the median for the central segment of the project. POSITIVE IMPACTS: The widening of US 101 within the project corridor would relieve recurrent congestion along the facility. Bicycle and pedestrian facilities would ease access to points along the corridor for those using these means of transportation. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of one residence, 156.6 to 182.1 acres of farmland, 5.5 to 6.5 acres of wetlands, 0.05 acre of habitat for the federally protected salt marsh mouse, and five archaeological sites. The project would require the removal of 1,343 to 1,706 trees, including 804 to 1,164 native trees, 439 to 569 of which would be native oak trees. The addition of 205 acres of impervious surface would increase runoff yields and increase contaminants in runoff. Approximately 535 acres of highly erodible soils would be disturbed. Fixed HOV structures would further degrade the visual aesthetics of the corridor, particularly along rural segments of the facility. The facility would traverse an area prone to seismic activity. Construction workers would encounter materials containing asbestos and sites containing other hazardous wastes. Traffic-generated noise levels, which already exceed federal standards at some sensitive receptor sites along the corridor, would increase at some of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0484D, Volume 31, Number 4. JF - EPA number: 090274, Volume 1--412 pages and maps, Volume 2--140 pages (oversized), Volume 3, Public Comments--189 pages, Appendices--177 pages and maps, July 31, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Earthquakes KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Impact Monitoring Plans KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Soils KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825856?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.title=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 31, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. [Part 3 of 12] T2 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. AN - 756825832; 13978-090274_0003 AB - PURPOSE: The widening of US 101 from mile post (MP) 18.6 to MP 27.7 in Marin County and from MP 0.0 to MP 7.1 in Sonoma County, California is proposed. US 101 is the principal route in the coastal northwest region between the San Francisco Bay area and Oregon, providing a continuous north-south route through Marin and Sonoma counties. As a result, both long-distance intercity and shorter intracity traffic use of the freeway. Along the segment around the city of Novato in northern Marin County, US 101 provides six travel lanes. North of the city to the Petaluma River in the city of Petaluma, US 101 narrows to four lanes, traversing largely undeveloped rural land. Within this rural corridor, access to the facility is not controlled by interchanges but provided via at-grade intersections. The corridor has been divided into three segments for project purposes, as follows: the southern segment from south of State Route (SR) 37 to north of Atherton Avenue in Novato; the central segment from Atherton Avenue interchange to south of SR 116 (East), crossing the Marin-Sonoma County line; and the northern segment from SR 116 (east) to north of the Corona Overcrossing in Petaluma. The proposed action would widen US 101 along the access-controlled southern and northern freeway portions. Widening would occur primarily within the existing freeway median. The project would also include widening and realignment of the roadway in the central portion of the corridor under consideration, upgrading the US 101 facility along its entire length. Three alternatives, including a No-Build Alternative, are considered in this final EIS. Under the Fixed HOV Lane Alternative, which is the preferred alternative, two HOV lanes, one in each direction, would be constructed in the median of US 101 for the length of the project. The HOV lanes would be restricted to vehicles carrying two or more people during peak commute periods. The lanes would have a standard width of 12 feet plus shoulders in the median. The Reversible HOV Lane Alternative would differ in that a single reversible lane would be constructed in the median for the central segment of the project. POSITIVE IMPACTS: The widening of US 101 within the project corridor would relieve recurrent congestion along the facility. Bicycle and pedestrian facilities would ease access to points along the corridor for those using these means of transportation. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of one residence, 156.6 to 182.1 acres of farmland, 5.5 to 6.5 acres of wetlands, 0.05 acre of habitat for the federally protected salt marsh mouse, and five archaeological sites. The project would require the removal of 1,343 to 1,706 trees, including 804 to 1,164 native trees, 439 to 569 of which would be native oak trees. The addition of 205 acres of impervious surface would increase runoff yields and increase contaminants in runoff. Approximately 535 acres of highly erodible soils would be disturbed. Fixed HOV structures would further degrade the visual aesthetics of the corridor, particularly along rural segments of the facility. The facility would traverse an area prone to seismic activity. Construction workers would encounter materials containing asbestos and sites containing other hazardous wastes. Traffic-generated noise levels, which already exceed federal standards at some sensitive receptor sites along the corridor, would increase at some of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0484D, Volume 31, Number 4. JF - EPA number: 090274, Volume 1--412 pages and maps, Volume 2--140 pages (oversized), Volume 3, Public Comments--189 pages, Appendices--177 pages and maps, July 31, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Earthquakes KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Impact Monitoring Plans KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Soils KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825832?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.title=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 31, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. [Part 2 of 12] T2 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. AN - 756825797; 13978-090274_0002 AB - PURPOSE: The widening of US 101 from mile post (MP) 18.6 to MP 27.7 in Marin County and from MP 0.0 to MP 7.1 in Sonoma County, California is proposed. US 101 is the principal route in the coastal northwest region between the San Francisco Bay area and Oregon, providing a continuous north-south route through Marin and Sonoma counties. As a result, both long-distance intercity and shorter intracity traffic use of the freeway. Along the segment around the city of Novato in northern Marin County, US 101 provides six travel lanes. North of the city to the Petaluma River in the city of Petaluma, US 101 narrows to four lanes, traversing largely undeveloped rural land. Within this rural corridor, access to the facility is not controlled by interchanges but provided via at-grade intersections. The corridor has been divided into three segments for project purposes, as follows: the southern segment from south of State Route (SR) 37 to north of Atherton Avenue in Novato; the central segment from Atherton Avenue interchange to south of SR 116 (East), crossing the Marin-Sonoma County line; and the northern segment from SR 116 (east) to north of the Corona Overcrossing in Petaluma. The proposed action would widen US 101 along the access-controlled southern and northern freeway portions. Widening would occur primarily within the existing freeway median. The project would also include widening and realignment of the roadway in the central portion of the corridor under consideration, upgrading the US 101 facility along its entire length. Three alternatives, including a No-Build Alternative, are considered in this final EIS. Under the Fixed HOV Lane Alternative, which is the preferred alternative, two HOV lanes, one in each direction, would be constructed in the median of US 101 for the length of the project. The HOV lanes would be restricted to vehicles carrying two or more people during peak commute periods. The lanes would have a standard width of 12 feet plus shoulders in the median. The Reversible HOV Lane Alternative would differ in that a single reversible lane would be constructed in the median for the central segment of the project. POSITIVE IMPACTS: The widening of US 101 within the project corridor would relieve recurrent congestion along the facility. Bicycle and pedestrian facilities would ease access to points along the corridor for those using these means of transportation. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of one residence, 156.6 to 182.1 acres of farmland, 5.5 to 6.5 acres of wetlands, 0.05 acre of habitat for the federally protected salt marsh mouse, and five archaeological sites. The project would require the removal of 1,343 to 1,706 trees, including 804 to 1,164 native trees, 439 to 569 of which would be native oak trees. The addition of 205 acres of impervious surface would increase runoff yields and increase contaminants in runoff. Approximately 535 acres of highly erodible soils would be disturbed. Fixed HOV structures would further degrade the visual aesthetics of the corridor, particularly along rural segments of the facility. The facility would traverse an area prone to seismic activity. Construction workers would encounter materials containing asbestos and sites containing other hazardous wastes. Traffic-generated noise levels, which already exceed federal standards at some sensitive receptor sites along the corridor, would increase at some of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0484D, Volume 31, Number 4. JF - EPA number: 090274, Volume 1--412 pages and maps, Volume 2--140 pages (oversized), Volume 3, Public Comments--189 pages, Appendices--177 pages and maps, July 31, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Earthquakes KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Impact Monitoring Plans KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Soils KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825797?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.title=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 31, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. [Part 11 of 12] T2 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. AN - 756825793; 13978-090274_0011 AB - PURPOSE: The widening of US 101 from mile post (MP) 18.6 to MP 27.7 in Marin County and from MP 0.0 to MP 7.1 in Sonoma County, California is proposed. US 101 is the principal route in the coastal northwest region between the San Francisco Bay area and Oregon, providing a continuous north-south route through Marin and Sonoma counties. As a result, both long-distance intercity and shorter intracity traffic use of the freeway. Along the segment around the city of Novato in northern Marin County, US 101 provides six travel lanes. North of the city to the Petaluma River in the city of Petaluma, US 101 narrows to four lanes, traversing largely undeveloped rural land. Within this rural corridor, access to the facility is not controlled by interchanges but provided via at-grade intersections. The corridor has been divided into three segments for project purposes, as follows: the southern segment from south of State Route (SR) 37 to north of Atherton Avenue in Novato; the central segment from Atherton Avenue interchange to south of SR 116 (East), crossing the Marin-Sonoma County line; and the northern segment from SR 116 (east) to north of the Corona Overcrossing in Petaluma. The proposed action would widen US 101 along the access-controlled southern and northern freeway portions. Widening would occur primarily within the existing freeway median. The project would also include widening and realignment of the roadway in the central portion of the corridor under consideration, upgrading the US 101 facility along its entire length. Three alternatives, including a No-Build Alternative, are considered in this final EIS. Under the Fixed HOV Lane Alternative, which is the preferred alternative, two HOV lanes, one in each direction, would be constructed in the median of US 101 for the length of the project. The HOV lanes would be restricted to vehicles carrying two or more people during peak commute periods. The lanes would have a standard width of 12 feet plus shoulders in the median. The Reversible HOV Lane Alternative would differ in that a single reversible lane would be constructed in the median for the central segment of the project. POSITIVE IMPACTS: The widening of US 101 within the project corridor would relieve recurrent congestion along the facility. Bicycle and pedestrian facilities would ease access to points along the corridor for those using these means of transportation. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of one residence, 156.6 to 182.1 acres of farmland, 5.5 to 6.5 acres of wetlands, 0.05 acre of habitat for the federally protected salt marsh mouse, and five archaeological sites. The project would require the removal of 1,343 to 1,706 trees, including 804 to 1,164 native trees, 439 to 569 of which would be native oak trees. The addition of 205 acres of impervious surface would increase runoff yields and increase contaminants in runoff. Approximately 535 acres of highly erodible soils would be disturbed. Fixed HOV structures would further degrade the visual aesthetics of the corridor, particularly along rural segments of the facility. The facility would traverse an area prone to seismic activity. Construction workers would encounter materials containing asbestos and sites containing other hazardous wastes. Traffic-generated noise levels, which already exceed federal standards at some sensitive receptor sites along the corridor, would increase at some of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0484D, Volume 31, Number 4. JF - EPA number: 090274, Volume 1--412 pages and maps, Volume 2--140 pages (oversized), Volume 3, Public Comments--189 pages, Appendices--177 pages and maps, July 31, 2009 PY - 2009 VL - 11 KW - Roads and Railroads KW - Earthquakes KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Impact Monitoring Plans KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Soils KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825793?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.title=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 31, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. [Part 9 of 12] T2 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. AN - 756825702; 13978-090274_0009 AB - PURPOSE: The widening of US 101 from mile post (MP) 18.6 to MP 27.7 in Marin County and from MP 0.0 to MP 7.1 in Sonoma County, California is proposed. US 101 is the principal route in the coastal northwest region between the San Francisco Bay area and Oregon, providing a continuous north-south route through Marin and Sonoma counties. As a result, both long-distance intercity and shorter intracity traffic use of the freeway. Along the segment around the city of Novato in northern Marin County, US 101 provides six travel lanes. North of the city to the Petaluma River in the city of Petaluma, US 101 narrows to four lanes, traversing largely undeveloped rural land. Within this rural corridor, access to the facility is not controlled by interchanges but provided via at-grade intersections. The corridor has been divided into three segments for project purposes, as follows: the southern segment from south of State Route (SR) 37 to north of Atherton Avenue in Novato; the central segment from Atherton Avenue interchange to south of SR 116 (East), crossing the Marin-Sonoma County line; and the northern segment from SR 116 (east) to north of the Corona Overcrossing in Petaluma. The proposed action would widen US 101 along the access-controlled southern and northern freeway portions. Widening would occur primarily within the existing freeway median. The project would also include widening and realignment of the roadway in the central portion of the corridor under consideration, upgrading the US 101 facility along its entire length. Three alternatives, including a No-Build Alternative, are considered in this final EIS. Under the Fixed HOV Lane Alternative, which is the preferred alternative, two HOV lanes, one in each direction, would be constructed in the median of US 101 for the length of the project. The HOV lanes would be restricted to vehicles carrying two or more people during peak commute periods. The lanes would have a standard width of 12 feet plus shoulders in the median. The Reversible HOV Lane Alternative would differ in that a single reversible lane would be constructed in the median for the central segment of the project. POSITIVE IMPACTS: The widening of US 101 within the project corridor would relieve recurrent congestion along the facility. Bicycle and pedestrian facilities would ease access to points along the corridor for those using these means of transportation. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of one residence, 156.6 to 182.1 acres of farmland, 5.5 to 6.5 acres of wetlands, 0.05 acre of habitat for the federally protected salt marsh mouse, and five archaeological sites. The project would require the removal of 1,343 to 1,706 trees, including 804 to 1,164 native trees, 439 to 569 of which would be native oak trees. The addition of 205 acres of impervious surface would increase runoff yields and increase contaminants in runoff. Approximately 535 acres of highly erodible soils would be disturbed. Fixed HOV structures would further degrade the visual aesthetics of the corridor, particularly along rural segments of the facility. The facility would traverse an area prone to seismic activity. Construction workers would encounter materials containing asbestos and sites containing other hazardous wastes. Traffic-generated noise levels, which already exceed federal standards at some sensitive receptor sites along the corridor, would increase at some of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0484D, Volume 31, Number 4. JF - EPA number: 090274, Volume 1--412 pages and maps, Volume 2--140 pages (oversized), Volume 3, Public Comments--189 pages, Appendices--177 pages and maps, July 31, 2009 PY - 2009 VL - 9 KW - Roads and Railroads KW - Earthquakes KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Impact Monitoring Plans KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Soils KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825702?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.title=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 31, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. [Part 10 of 12] T2 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. AN - 756825700; 13978-090274_0010 AB - PURPOSE: The widening of US 101 from mile post (MP) 18.6 to MP 27.7 in Marin County and from MP 0.0 to MP 7.1 in Sonoma County, California is proposed. US 101 is the principal route in the coastal northwest region between the San Francisco Bay area and Oregon, providing a continuous north-south route through Marin and Sonoma counties. As a result, both long-distance intercity and shorter intracity traffic use of the freeway. Along the segment around the city of Novato in northern Marin County, US 101 provides six travel lanes. North of the city to the Petaluma River in the city of Petaluma, US 101 narrows to four lanes, traversing largely undeveloped rural land. Within this rural corridor, access to the facility is not controlled by interchanges but provided via at-grade intersections. The corridor has been divided into three segments for project purposes, as follows: the southern segment from south of State Route (SR) 37 to north of Atherton Avenue in Novato; the central segment from Atherton Avenue interchange to south of SR 116 (East), crossing the Marin-Sonoma County line; and the northern segment from SR 116 (east) to north of the Corona Overcrossing in Petaluma. The proposed action would widen US 101 along the access-controlled southern and northern freeway portions. Widening would occur primarily within the existing freeway median. The project would also include widening and realignment of the roadway in the central portion of the corridor under consideration, upgrading the US 101 facility along its entire length. Three alternatives, including a No-Build Alternative, are considered in this final EIS. Under the Fixed HOV Lane Alternative, which is the preferred alternative, two HOV lanes, one in each direction, would be constructed in the median of US 101 for the length of the project. The HOV lanes would be restricted to vehicles carrying two or more people during peak commute periods. The lanes would have a standard width of 12 feet plus shoulders in the median. The Reversible HOV Lane Alternative would differ in that a single reversible lane would be constructed in the median for the central segment of the project. POSITIVE IMPACTS: The widening of US 101 within the project corridor would relieve recurrent congestion along the facility. Bicycle and pedestrian facilities would ease access to points along the corridor for those using these means of transportation. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of one residence, 156.6 to 182.1 acres of farmland, 5.5 to 6.5 acres of wetlands, 0.05 acre of habitat for the federally protected salt marsh mouse, and five archaeological sites. The project would require the removal of 1,343 to 1,706 trees, including 804 to 1,164 native trees, 439 to 569 of which would be native oak trees. The addition of 205 acres of impervious surface would increase runoff yields and increase contaminants in runoff. Approximately 535 acres of highly erodible soils would be disturbed. Fixed HOV structures would further degrade the visual aesthetics of the corridor, particularly along rural segments of the facility. The facility would traverse an area prone to seismic activity. Construction workers would encounter materials containing asbestos and sites containing other hazardous wastes. Traffic-generated noise levels, which already exceed federal standards at some sensitive receptor sites along the corridor, would increase at some of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0484D, Volume 31, Number 4. JF - EPA number: 090274, Volume 1--412 pages and maps, Volume 2--140 pages (oversized), Volume 3, Public Comments--189 pages, Appendices--177 pages and maps, July 31, 2009 PY - 2009 VL - 10 KW - Roads and Railroads KW - Earthquakes KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Impact Monitoring Plans KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Soils KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825700?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1993-11-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 31, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. [Part 12 of 12] T2 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. AN - 756825662; 13978-090274_0012 AB - PURPOSE: The widening of US 101 from mile post (MP) 18.6 to MP 27.7 in Marin County and from MP 0.0 to MP 7.1 in Sonoma County, California is proposed. US 101 is the principal route in the coastal northwest region between the San Francisco Bay area and Oregon, providing a continuous north-south route through Marin and Sonoma counties. As a result, both long-distance intercity and shorter intracity traffic use of the freeway. Along the segment around the city of Novato in northern Marin County, US 101 provides six travel lanes. North of the city to the Petaluma River in the city of Petaluma, US 101 narrows to four lanes, traversing largely undeveloped rural land. Within this rural corridor, access to the facility is not controlled by interchanges but provided via at-grade intersections. The corridor has been divided into three segments for project purposes, as follows: the southern segment from south of State Route (SR) 37 to north of Atherton Avenue in Novato; the central segment from Atherton Avenue interchange to south of SR 116 (East), crossing the Marin-Sonoma County line; and the northern segment from SR 116 (east) to north of the Corona Overcrossing in Petaluma. The proposed action would widen US 101 along the access-controlled southern and northern freeway portions. Widening would occur primarily within the existing freeway median. The project would also include widening and realignment of the roadway in the central portion of the corridor under consideration, upgrading the US 101 facility along its entire length. Three alternatives, including a No-Build Alternative, are considered in this final EIS. Under the Fixed HOV Lane Alternative, which is the preferred alternative, two HOV lanes, one in each direction, would be constructed in the median of US 101 for the length of the project. The HOV lanes would be restricted to vehicles carrying two or more people during peak commute periods. The lanes would have a standard width of 12 feet plus shoulders in the median. The Reversible HOV Lane Alternative would differ in that a single reversible lane would be constructed in the median for the central segment of the project. POSITIVE IMPACTS: The widening of US 101 within the project corridor would relieve recurrent congestion along the facility. Bicycle and pedestrian facilities would ease access to points along the corridor for those using these means of transportation. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of one residence, 156.6 to 182.1 acres of farmland, 5.5 to 6.5 acres of wetlands, 0.05 acre of habitat for the federally protected salt marsh mouse, and five archaeological sites. The project would require the removal of 1,343 to 1,706 trees, including 804 to 1,164 native trees, 439 to 569 of which would be native oak trees. The addition of 205 acres of impervious surface would increase runoff yields and increase contaminants in runoff. Approximately 535 acres of highly erodible soils would be disturbed. Fixed HOV structures would further degrade the visual aesthetics of the corridor, particularly along rural segments of the facility. The facility would traverse an area prone to seismic activity. Construction workers would encounter materials containing asbestos and sites containing other hazardous wastes. Traffic-generated noise levels, which already exceed federal standards at some sensitive receptor sites along the corridor, would increase at some of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0484D, Volume 31, Number 4. JF - EPA number: 090274, Volume 1--412 pages and maps, Volume 2--140 pages (oversized), Volume 3, Public Comments--189 pages, Appendices--177 pages and maps, July 31, 2009 PY - 2009 VL - 12 KW - Roads and Railroads KW - Earthquakes KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Impact Monitoring Plans KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Soils KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825662?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.title=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 31, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. [Part 6 of 12] T2 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. AN - 756825633; 13978-090274_0006 AB - PURPOSE: The widening of US 101 from mile post (MP) 18.6 to MP 27.7 in Marin County and from MP 0.0 to MP 7.1 in Sonoma County, California is proposed. US 101 is the principal route in the coastal northwest region between the San Francisco Bay area and Oregon, providing a continuous north-south route through Marin and Sonoma counties. As a result, both long-distance intercity and shorter intracity traffic use of the freeway. Along the segment around the city of Novato in northern Marin County, US 101 provides six travel lanes. North of the city to the Petaluma River in the city of Petaluma, US 101 narrows to four lanes, traversing largely undeveloped rural land. Within this rural corridor, access to the facility is not controlled by interchanges but provided via at-grade intersections. The corridor has been divided into three segments for project purposes, as follows: the southern segment from south of State Route (SR) 37 to north of Atherton Avenue in Novato; the central segment from Atherton Avenue interchange to south of SR 116 (East), crossing the Marin-Sonoma County line; and the northern segment from SR 116 (east) to north of the Corona Overcrossing in Petaluma. The proposed action would widen US 101 along the access-controlled southern and northern freeway portions. Widening would occur primarily within the existing freeway median. The project would also include widening and realignment of the roadway in the central portion of the corridor under consideration, upgrading the US 101 facility along its entire length. Three alternatives, including a No-Build Alternative, are considered in this final EIS. Under the Fixed HOV Lane Alternative, which is the preferred alternative, two HOV lanes, one in each direction, would be constructed in the median of US 101 for the length of the project. The HOV lanes would be restricted to vehicles carrying two or more people during peak commute periods. The lanes would have a standard width of 12 feet plus shoulders in the median. The Reversible HOV Lane Alternative would differ in that a single reversible lane would be constructed in the median for the central segment of the project. POSITIVE IMPACTS: The widening of US 101 within the project corridor would relieve recurrent congestion along the facility. Bicycle and pedestrian facilities would ease access to points along the corridor for those using these means of transportation. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of one residence, 156.6 to 182.1 acres of farmland, 5.5 to 6.5 acres of wetlands, 0.05 acre of habitat for the federally protected salt marsh mouse, and five archaeological sites. The project would require the removal of 1,343 to 1,706 trees, including 804 to 1,164 native trees, 439 to 569 of which would be native oak trees. The addition of 205 acres of impervious surface would increase runoff yields and increase contaminants in runoff. Approximately 535 acres of highly erodible soils would be disturbed. Fixed HOV structures would further degrade the visual aesthetics of the corridor, particularly along rural segments of the facility. The facility would traverse an area prone to seismic activity. Construction workers would encounter materials containing asbestos and sites containing other hazardous wastes. Traffic-generated noise levels, which already exceed federal standards at some sensitive receptor sites along the corridor, would increase at some of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0484D, Volume 31, Number 4. JF - EPA number: 090274, Volume 1--412 pages and maps, Volume 2--140 pages (oversized), Volume 3, Public Comments--189 pages, Appendices--177 pages and maps, July 31, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Earthquakes KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Impact Monitoring Plans KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Soils KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825633?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.title=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 31, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. [Part 8 of 12] T2 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. AN - 756825561; 13978-090274_0008 AB - PURPOSE: The widening of US 101 from mile post (MP) 18.6 to MP 27.7 in Marin County and from MP 0.0 to MP 7.1 in Sonoma County, California is proposed. US 101 is the principal route in the coastal northwest region between the San Francisco Bay area and Oregon, providing a continuous north-south route through Marin and Sonoma counties. As a result, both long-distance intercity and shorter intracity traffic use of the freeway. Along the segment around the city of Novato in northern Marin County, US 101 provides six travel lanes. North of the city to the Petaluma River in the city of Petaluma, US 101 narrows to four lanes, traversing largely undeveloped rural land. Within this rural corridor, access to the facility is not controlled by interchanges but provided via at-grade intersections. The corridor has been divided into three segments for project purposes, as follows: the southern segment from south of State Route (SR) 37 to north of Atherton Avenue in Novato; the central segment from Atherton Avenue interchange to south of SR 116 (East), crossing the Marin-Sonoma County line; and the northern segment from SR 116 (east) to north of the Corona Overcrossing in Petaluma. The proposed action would widen US 101 along the access-controlled southern and northern freeway portions. Widening would occur primarily within the existing freeway median. The project would also include widening and realignment of the roadway in the central portion of the corridor under consideration, upgrading the US 101 facility along its entire length. Three alternatives, including a No-Build Alternative, are considered in this final EIS. Under the Fixed HOV Lane Alternative, which is the preferred alternative, two HOV lanes, one in each direction, would be constructed in the median of US 101 for the length of the project. The HOV lanes would be restricted to vehicles carrying two or more people during peak commute periods. The lanes would have a standard width of 12 feet plus shoulders in the median. The Reversible HOV Lane Alternative would differ in that a single reversible lane would be constructed in the median for the central segment of the project. POSITIVE IMPACTS: The widening of US 101 within the project corridor would relieve recurrent congestion along the facility. Bicycle and pedestrian facilities would ease access to points along the corridor for those using these means of transportation. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of one residence, 156.6 to 182.1 acres of farmland, 5.5 to 6.5 acres of wetlands, 0.05 acre of habitat for the federally protected salt marsh mouse, and five archaeological sites. The project would require the removal of 1,343 to 1,706 trees, including 804 to 1,164 native trees, 439 to 569 of which would be native oak trees. The addition of 205 acres of impervious surface would increase runoff yields and increase contaminants in runoff. Approximately 535 acres of highly erodible soils would be disturbed. Fixed HOV structures would further degrade the visual aesthetics of the corridor, particularly along rural segments of the facility. The facility would traverse an area prone to seismic activity. Construction workers would encounter materials containing asbestos and sites containing other hazardous wastes. Traffic-generated noise levels, which already exceed federal standards at some sensitive receptor sites along the corridor, would increase at some of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0484D, Volume 31, Number 4. JF - EPA number: 090274, Volume 1--412 pages and maps, Volume 2--140 pages (oversized), Volume 3, Public Comments--189 pages, Appendices--177 pages and maps, July 31, 2009 PY - 2009 VL - 8 KW - Roads and Railroads KW - Earthquakes KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Impact Monitoring Plans KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Soils KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825561?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.title=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 31, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. [Part 7 of 12] T2 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. AN - 756825531; 13978-090274_0007 AB - PURPOSE: The widening of US 101 from mile post (MP) 18.6 to MP 27.7 in Marin County and from MP 0.0 to MP 7.1 in Sonoma County, California is proposed. US 101 is the principal route in the coastal northwest region between the San Francisco Bay area and Oregon, providing a continuous north-south route through Marin and Sonoma counties. As a result, both long-distance intercity and shorter intracity traffic use of the freeway. Along the segment around the city of Novato in northern Marin County, US 101 provides six travel lanes. North of the city to the Petaluma River in the city of Petaluma, US 101 narrows to four lanes, traversing largely undeveloped rural land. Within this rural corridor, access to the facility is not controlled by interchanges but provided via at-grade intersections. The corridor has been divided into three segments for project purposes, as follows: the southern segment from south of State Route (SR) 37 to north of Atherton Avenue in Novato; the central segment from Atherton Avenue interchange to south of SR 116 (East), crossing the Marin-Sonoma County line; and the northern segment from SR 116 (east) to north of the Corona Overcrossing in Petaluma. The proposed action would widen US 101 along the access-controlled southern and northern freeway portions. Widening would occur primarily within the existing freeway median. The project would also include widening and realignment of the roadway in the central portion of the corridor under consideration, upgrading the US 101 facility along its entire length. Three alternatives, including a No-Build Alternative, are considered in this final EIS. Under the Fixed HOV Lane Alternative, which is the preferred alternative, two HOV lanes, one in each direction, would be constructed in the median of US 101 for the length of the project. The HOV lanes would be restricted to vehicles carrying two or more people during peak commute periods. The lanes would have a standard width of 12 feet plus shoulders in the median. The Reversible HOV Lane Alternative would differ in that a single reversible lane would be constructed in the median for the central segment of the project. POSITIVE IMPACTS: The widening of US 101 within the project corridor would relieve recurrent congestion along the facility. Bicycle and pedestrian facilities would ease access to points along the corridor for those using these means of transportation. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of one residence, 156.6 to 182.1 acres of farmland, 5.5 to 6.5 acres of wetlands, 0.05 acre of habitat for the federally protected salt marsh mouse, and five archaeological sites. The project would require the removal of 1,343 to 1,706 trees, including 804 to 1,164 native trees, 439 to 569 of which would be native oak trees. The addition of 205 acres of impervious surface would increase runoff yields and increase contaminants in runoff. Approximately 535 acres of highly erodible soils would be disturbed. Fixed HOV structures would further degrade the visual aesthetics of the corridor, particularly along rural segments of the facility. The facility would traverse an area prone to seismic activity. Construction workers would encounter materials containing asbestos and sites containing other hazardous wastes. Traffic-generated noise levels, which already exceed federal standards at some sensitive receptor sites along the corridor, would increase at some of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0484D, Volume 31, Number 4. JF - EPA number: 090274, Volume 1--412 pages and maps, Volume 2--140 pages (oversized), Volume 3, Public Comments--189 pages, Appendices--177 pages and maps, July 31, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Earthquakes KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Impact Monitoring Plans KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Soils KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825531?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.title=MARIN-SONOMA+NARROWS+%28MSN%29+HOV+WIDENING+PROJECT%2C+MARIN+AND+SONOMA+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 31, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MARIN-SONOMA NARROWS (MSN) HOV WIDENING PROJECT, MARIN AND SONOMA COUNTIES, CALIFORNIA. AN - 36349934; 13978 AB - PURPOSE: The widening of US 101 from mile post (MP) 18.6 to MP 27.7 in Marin County and from MP 0.0 to MP 7.1 in Sonoma County, California is proposed. US 101 is the principal route in the coastal northwest region between the San Francisco Bay area and Oregon, providing a continuous north-south route through Marin and Sonoma counties. As a result, both long-distance intercity and shorter intracity traffic use of the freeway. Along the segment around the city of Novato in northern Marin County, US 101 provides six travel lanes. North of the city to the Petaluma River in the city of Petaluma, US 101 narrows to four lanes, traversing largely undeveloped rural land. Within this rural corridor, access to the facility is not controlled by interchanges but provided via at-grade intersections. The corridor has been divided into three segments for project purposes, as follows: the southern segment from south of State Route (SR) 37 to north of Atherton Avenue in Novato; the central segment from Atherton Avenue interchange to south of SR 116 (East), crossing the Marin-Sonoma County line; and the northern segment from SR 116 (east) to north of the Corona Overcrossing in Petaluma. The proposed action would widen US 101 along the access-controlled southern and northern freeway portions. Widening would occur primarily within the existing freeway median. The project would also include widening and realignment of the roadway in the central portion of the corridor under consideration, upgrading the US 101 facility along its entire length. Three alternatives, including a No-Build Alternative, are considered in this final EIS. Under the Fixed HOV Lane Alternative, which is the preferred alternative, two HOV lanes, one in each direction, would be constructed in the median of US 101 for the length of the project. The HOV lanes would be restricted to vehicles carrying two or more people during peak commute periods. The lanes would have a standard width of 12 feet plus shoulders in the median. The Reversible HOV Lane Alternative would differ in that a single reversible lane would be constructed in the median for the central segment of the project. POSITIVE IMPACTS: The widening of US 101 within the project corridor would relieve recurrent congestion along the facility. Bicycle and pedestrian facilities would ease access to points along the corridor for those using these means of transportation. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of one residence, 156.6 to 182.1 acres of farmland, 5.5 to 6.5 acres of wetlands, 0.05 acre of habitat for the federally protected salt marsh mouse, and five archaeological sites. The project would require the removal of 1,343 to 1,706 trees, including 804 to 1,164 native trees, 439 to 569 of which would be native oak trees. The addition of 205 acres of impervious surface would increase runoff yields and increase contaminants in runoff. Approximately 535 acres of highly erodible soils would be disturbed. Fixed HOV structures would further degrade the visual aesthetics of the corridor, particularly along rural segments of the facility. The facility would traverse an area prone to seismic activity. Construction workers would encounter materials containing asbestos and sites containing other hazardous wastes. Traffic-generated noise levels, which already exceed federal standards at some sensitive receptor sites along the corridor, would increase at some of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0484D, Volume 31, Number 4. JF - EPA number: 090274, Volume 1--412 pages and maps, Volume 2--140 pages (oversized), Volume 3, Public Comments--189 pages, Appendices--177 pages and maps, July 31, 2009 PY - 2009 KW - Roads and Railroads KW - Earthquakes KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Impact Monitoring Plans KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Soils KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349934?accountid=14244 L2 - http://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=Dee&rft.date=2008-12-01&rft.volume=45&rft.issue=10&rft.spage=994&rft.isbn=&rft.btitle=&rft.title=Psychology+in+the+Schools&rft.issn=00333085&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 31, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - How Well Do You Know Your Hazmat? T2 - 2009 Educational Conference @ Americas' Fire and Security Expo (AFSE 2009) AN - 40392671; 5296035 JF - 2009 Educational Conference @ Americas' Fire and Security Expo (AFSE 2009) AU - Laughlin, Veronica Y1 - 2009/07/28/ PY - 2009 DA - 2009 Jul 28 KW - Hazardous materials KW - U 4300:Environmental Science UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40392671?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+Educational+Conference+%40+Americas%27+Fire+and+Security+Expo+%28AFSE+2009%29&rft.atitle=How+Well+Do+You+Know+Your+Hazmat%3F&rft.au=Laughlin%2C+Veronica&rft.aulast=Laughlin&rft.aufirst=Veronica&rft.date=2009-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+Educational+Conference+%40+Americas%27+Fire+and+Security+Expo+%28AFSE+2009%29&rft.issn=&rft_id=info:doi/ L2 - http://www.americasfireandsecurity.com/images/stories/pdf/AFSE09-broch ure.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-09-28 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - CLEVELAND INNERBELT PROJECT, CITY OF CLEVELAND, CUYAHOGA COUNTY, OHIO. [Part 1 of 4] T2 - CLEVELAND INNERBELT PROJECT, CITY OF CLEVELAND, CUYAHOGA COUNTY, OHIO. AN - 756825751; 13968-090264_0001 AB - PURPOSE: Rehabilitation and reconstruction of the Cleveland Innerbelt Freeway system, Cuyahoga County, Ohio are proposed. The Cleveland Innerbelt is a high capacity, limited-access interstate highway extending from Clevelands Tremont neighborhood on the West Side of the Cuyahoga River, across the Cuyahoga Valley, around the southern and eastern edges of downtown to the Citys lakefront district at Burke Lakefront Airport. The Innerbelt includes portions of Interstate 71 (I-71) and I-90, and connects to I-77, I-490, State Route 2 (SR 2), and SR 176. Infrastructure problems include deteriorating physical conditions of bridges and pavements, poor operational performance, design features that do not meet current standards, and accident rates exceeding the statewide average for similar facilities. The Innerbelt Curve is the projects northern-most section, near the Burke Lakefront Airport and Lake Erie and consists of a fully directional system interchange between I-90 and SR 2. South of the I-90/SR 2 interchange is the Lakeside Avenue interchange, where access is available from eastbound I-90 and to westbound I-90. South of the Lakeside Avenue interchange is the Superior Avenue interchange which provides access to Superior Avenue and to the Central Business District (CBD) from both eastbound and westbound I-90. The Innerbelt Trench section consists of I-90 from East 22nd Street, through the Carnegie Curve, and to Superior Avenue and distributes interstate traffic to the CBD and neighboring businesses and institutions through the citys east-west street grid. The Central Viaduct and Central Interchange section includes the Central Interchange and the associated ramps on a triangular-shaped area of land bounded on the southwest by Broadway Avenue/Orange Avenue and the Cuyahoga River Valley, on the east by East 22nd Street, and on the north by Carnegie Avenue. The section continues along I-90 south of Broadway Avenue, across the Central Viaduct Bridge, to just north of the I-71/I-90/I-490 interchange. Key issues identified during scoping include those related to stormwater management, access changes and economic effects, bicycle and pedestrian access, aesthetics, air quality and climate change, transportation system management, marine transportation, and impacts to Burke Lakefront Airport. The draft EIS analyzed one feasible alternative and a No Action alternative for most sections of the project and two feasible alternatives and a No Action alternative for the Central Viaduct and Central Interchange section. Alternative A, which is identified as the preferred alternative in this final EIS, would use a northern alignment and would include full depth pavement replacement/reconstruction, widening where necessary to address capacity or lane continuity, 35 new mainline, ramp, and overhead bridges, and 16 mainline and ramp deck replacements. A new bridge north of the existing Central Viaduct would be constructed to carry westbound traffic and the existing viaduct would be replaced on essentially existing alignment to carry eastbound traffic. The new westbound bridge over the Cuyahoga Valley would have a main span of 800 feet, with 1,028 feet of structure on the west approach and 3,371 feet on the east approach. Alternative B would use a southern alignment and would include construction of a new bridge south of the existing Central Viaduct to carry eastbound traffic and replacement of the existing viaduct on essentially existing alignment to carry westbound traffic. The new westbound bridge over the Cuyahoga Valley would have a main span of 900 feet, with 1,043 feet of structure on the west approach and 3,061 feet on the east approach. Estimated cost of the preferred alternative is in the range of $1.5 billion to $2.0 billion. POSITIVE IMPACTS: The proposed action would address operational, design, safety, and access shortcomings that severely impact the ability of the Innerbelt Freeway system to function acceptably. The Northern Alignment for the Central Viaduct/Central Interchange, would be constructed almost entirely off-line, permitting traffic to use the existing alignment while the Northern Alignment is constructed. NEGATIVE IMPACTS: Under the preferred alternative, 25 commercial buildings (57 businesses) and 10 residential buildings (19 households) would be relocated. Three stand-alone historic buildings eligible for the National Register would be impacted. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090264, Final EIS--511pages and maps, Draft EIS--CD-ROM, Access Modification Study--DVD, July 24, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-09-01-F KW - Airports KW - Bridges KW - Central Business Districts KW - Highways KW - Highway Structures KW - Historic Sites KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Ohio KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825751?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CLEVELAND+INNERBELT+PROJECT%2C+CITY+OF+CLEVELAND%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.title=CLEVELAND+INNERBELT+PROJECT%2C+CITY+OF+CLEVELAND%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 24, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CLEVELAND INNERBELT PROJECT, CITY OF CLEVELAND, CUYAHOGA COUNTY, OHIO. [Part 4 of 4] T2 - CLEVELAND INNERBELT PROJECT, CITY OF CLEVELAND, CUYAHOGA COUNTY, OHIO. AN - 756825696; 13968-090264_0004 AB - PURPOSE: Rehabilitation and reconstruction of the Cleveland Innerbelt Freeway system, Cuyahoga County, Ohio are proposed. The Cleveland Innerbelt is a high capacity, limited-access interstate highway extending from Clevelands Tremont neighborhood on the West Side of the Cuyahoga River, across the Cuyahoga Valley, around the southern and eastern edges of downtown to the Citys lakefront district at Burke Lakefront Airport. The Innerbelt includes portions of Interstate 71 (I-71) and I-90, and connects to I-77, I-490, State Route 2 (SR 2), and SR 176. Infrastructure problems include deteriorating physical conditions of bridges and pavements, poor operational performance, design features that do not meet current standards, and accident rates exceeding the statewide average for similar facilities. The Innerbelt Curve is the projects northern-most section, near the Burke Lakefront Airport and Lake Erie and consists of a fully directional system interchange between I-90 and SR 2. South of the I-90/SR 2 interchange is the Lakeside Avenue interchange, where access is available from eastbound I-90 and to westbound I-90. South of the Lakeside Avenue interchange is the Superior Avenue interchange which provides access to Superior Avenue and to the Central Business District (CBD) from both eastbound and westbound I-90. The Innerbelt Trench section consists of I-90 from East 22nd Street, through the Carnegie Curve, and to Superior Avenue and distributes interstate traffic to the CBD and neighboring businesses and institutions through the citys east-west street grid. The Central Viaduct and Central Interchange section includes the Central Interchange and the associated ramps on a triangular-shaped area of land bounded on the southwest by Broadway Avenue/Orange Avenue and the Cuyahoga River Valley, on the east by East 22nd Street, and on the north by Carnegie Avenue. The section continues along I-90 south of Broadway Avenue, across the Central Viaduct Bridge, to just north of the I-71/I-90/I-490 interchange. Key issues identified during scoping include those related to stormwater management, access changes and economic effects, bicycle and pedestrian access, aesthetics, air quality and climate change, transportation system management, marine transportation, and impacts to Burke Lakefront Airport. The draft EIS analyzed one feasible alternative and a No Action alternative for most sections of the project and two feasible alternatives and a No Action alternative for the Central Viaduct and Central Interchange section. Alternative A, which is identified as the preferred alternative in this final EIS, would use a northern alignment and would include full depth pavement replacement/reconstruction, widening where necessary to address capacity or lane continuity, 35 new mainline, ramp, and overhead bridges, and 16 mainline and ramp deck replacements. A new bridge north of the existing Central Viaduct would be constructed to carry westbound traffic and the existing viaduct would be replaced on essentially existing alignment to carry eastbound traffic. The new westbound bridge over the Cuyahoga Valley would have a main span of 800 feet, with 1,028 feet of structure on the west approach and 3,371 feet on the east approach. Alternative B would use a southern alignment and would include construction of a new bridge south of the existing Central Viaduct to carry eastbound traffic and replacement of the existing viaduct on essentially existing alignment to carry westbound traffic. The new westbound bridge over the Cuyahoga Valley would have a main span of 900 feet, with 1,043 feet of structure on the west approach and 3,061 feet on the east approach. Estimated cost of the preferred alternative is in the range of $1.5 billion to $2.0 billion. POSITIVE IMPACTS: The proposed action would address operational, design, safety, and access shortcomings that severely impact the ability of the Innerbelt Freeway system to function acceptably. The Northern Alignment for the Central Viaduct/Central Interchange, would be constructed almost entirely off-line, permitting traffic to use the existing alignment while the Northern Alignment is constructed. NEGATIVE IMPACTS: Under the preferred alternative, 25 commercial buildings (57 businesses) and 10 residential buildings (19 households) would be relocated. Three stand-alone historic buildings eligible for the National Register would be impacted. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090264, Final EIS--511pages and maps, Draft EIS--CD-ROM, Access Modification Study--DVD, July 24, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-09-01-F KW - Airports KW - Bridges KW - Central Business Districts KW - Highways KW - Highway Structures KW - Historic Sites KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Ohio KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825696?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1991-01-01&rft.volume=28&rft.issue=4&rft.spage=273&rft.isbn=&rft.btitle=&rft.title=Reading+Improvement&rft.issn=00340510&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 24, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CLEVELAND INNERBELT PROJECT, CITY OF CLEVELAND, CUYAHOGA COUNTY, OHIO. [Part 2 of 4] T2 - CLEVELAND INNERBELT PROJECT, CITY OF CLEVELAND, CUYAHOGA COUNTY, OHIO. AN - 756825586; 13968-090264_0002 AB - PURPOSE: Rehabilitation and reconstruction of the Cleveland Innerbelt Freeway system, Cuyahoga County, Ohio are proposed. The Cleveland Innerbelt is a high capacity, limited-access interstate highway extending from Clevelands Tremont neighborhood on the West Side of the Cuyahoga River, across the Cuyahoga Valley, around the southern and eastern edges of downtown to the Citys lakefront district at Burke Lakefront Airport. The Innerbelt includes portions of Interstate 71 (I-71) and I-90, and connects to I-77, I-490, State Route 2 (SR 2), and SR 176. Infrastructure problems include deteriorating physical conditions of bridges and pavements, poor operational performance, design features that do not meet current standards, and accident rates exceeding the statewide average for similar facilities. The Innerbelt Curve is the projects northern-most section, near the Burke Lakefront Airport and Lake Erie and consists of a fully directional system interchange between I-90 and SR 2. South of the I-90/SR 2 interchange is the Lakeside Avenue interchange, where access is available from eastbound I-90 and to westbound I-90. South of the Lakeside Avenue interchange is the Superior Avenue interchange which provides access to Superior Avenue and to the Central Business District (CBD) from both eastbound and westbound I-90. The Innerbelt Trench section consists of I-90 from East 22nd Street, through the Carnegie Curve, and to Superior Avenue and distributes interstate traffic to the CBD and neighboring businesses and institutions through the citys east-west street grid. The Central Viaduct and Central Interchange section includes the Central Interchange and the associated ramps on a triangular-shaped area of land bounded on the southwest by Broadway Avenue/Orange Avenue and the Cuyahoga River Valley, on the east by East 22nd Street, and on the north by Carnegie Avenue. The section continues along I-90 south of Broadway Avenue, across the Central Viaduct Bridge, to just north of the I-71/I-90/I-490 interchange. Key issues identified during scoping include those related to stormwater management, access changes and economic effects, bicycle and pedestrian access, aesthetics, air quality and climate change, transportation system management, marine transportation, and impacts to Burke Lakefront Airport. The draft EIS analyzed one feasible alternative and a No Action alternative for most sections of the project and two feasible alternatives and a No Action alternative for the Central Viaduct and Central Interchange section. Alternative A, which is identified as the preferred alternative in this final EIS, would use a northern alignment and would include full depth pavement replacement/reconstruction, widening where necessary to address capacity or lane continuity, 35 new mainline, ramp, and overhead bridges, and 16 mainline and ramp deck replacements. A new bridge north of the existing Central Viaduct would be constructed to carry westbound traffic and the existing viaduct would be replaced on essentially existing alignment to carry eastbound traffic. The new westbound bridge over the Cuyahoga Valley would have a main span of 800 feet, with 1,028 feet of structure on the west approach and 3,371 feet on the east approach. Alternative B would use a southern alignment and would include construction of a new bridge south of the existing Central Viaduct to carry eastbound traffic and replacement of the existing viaduct on essentially existing alignment to carry westbound traffic. The new westbound bridge over the Cuyahoga Valley would have a main span of 900 feet, with 1,043 feet of structure on the west approach and 3,061 feet on the east approach. Estimated cost of the preferred alternative is in the range of $1.5 billion to $2.0 billion. POSITIVE IMPACTS: The proposed action would address operational, design, safety, and access shortcomings that severely impact the ability of the Innerbelt Freeway system to function acceptably. The Northern Alignment for the Central Viaduct/Central Interchange, would be constructed almost entirely off-line, permitting traffic to use the existing alignment while the Northern Alignment is constructed. NEGATIVE IMPACTS: Under the preferred alternative, 25 commercial buildings (57 businesses) and 10 residential buildings (19 households) would be relocated. Three stand-alone historic buildings eligible for the National Register would be impacted. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090264, Final EIS--511pages and maps, Draft EIS--CD-ROM, Access Modification Study--DVD, July 24, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-09-01-F KW - Airports KW - Bridges KW - Central Business Districts KW - Highways KW - Highway Structures KW - Historic Sites KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Ohio KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825586?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CLEVELAND+INNERBELT+PROJECT%2C+CITY+OF+CLEVELAND%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.title=CLEVELAND+INNERBELT+PROJECT%2C+CITY+OF+CLEVELAND%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 24, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CLEVELAND INNERBELT PROJECT, CITY OF CLEVELAND, CUYAHOGA COUNTY, OHIO. [Part 3 of 4] T2 - CLEVELAND INNERBELT PROJECT, CITY OF CLEVELAND, CUYAHOGA COUNTY, OHIO. AN - 756825474; 13968-090264_0003 AB - PURPOSE: Rehabilitation and reconstruction of the Cleveland Innerbelt Freeway system, Cuyahoga County, Ohio are proposed. The Cleveland Innerbelt is a high capacity, limited-access interstate highway extending from Clevelands Tremont neighborhood on the West Side of the Cuyahoga River, across the Cuyahoga Valley, around the southern and eastern edges of downtown to the Citys lakefront district at Burke Lakefront Airport. The Innerbelt includes portions of Interstate 71 (I-71) and I-90, and connects to I-77, I-490, State Route 2 (SR 2), and SR 176. Infrastructure problems include deteriorating physical conditions of bridges and pavements, poor operational performance, design features that do not meet current standards, and accident rates exceeding the statewide average for similar facilities. The Innerbelt Curve is the projects northern-most section, near the Burke Lakefront Airport and Lake Erie and consists of a fully directional system interchange between I-90 and SR 2. South of the I-90/SR 2 interchange is the Lakeside Avenue interchange, where access is available from eastbound I-90 and to westbound I-90. South of the Lakeside Avenue interchange is the Superior Avenue interchange which provides access to Superior Avenue and to the Central Business District (CBD) from both eastbound and westbound I-90. The Innerbelt Trench section consists of I-90 from East 22nd Street, through the Carnegie Curve, and to Superior Avenue and distributes interstate traffic to the CBD and neighboring businesses and institutions through the citys east-west street grid. The Central Viaduct and Central Interchange section includes the Central Interchange and the associated ramps on a triangular-shaped area of land bounded on the southwest by Broadway Avenue/Orange Avenue and the Cuyahoga River Valley, on the east by East 22nd Street, and on the north by Carnegie Avenue. The section continues along I-90 south of Broadway Avenue, across the Central Viaduct Bridge, to just north of the I-71/I-90/I-490 interchange. Key issues identified during scoping include those related to stormwater management, access changes and economic effects, bicycle and pedestrian access, aesthetics, air quality and climate change, transportation system management, marine transportation, and impacts to Burke Lakefront Airport. The draft EIS analyzed one feasible alternative and a No Action alternative for most sections of the project and two feasible alternatives and a No Action alternative for the Central Viaduct and Central Interchange section. Alternative A, which is identified as the preferred alternative in this final EIS, would use a northern alignment and would include full depth pavement replacement/reconstruction, widening where necessary to address capacity or lane continuity, 35 new mainline, ramp, and overhead bridges, and 16 mainline and ramp deck replacements. A new bridge north of the existing Central Viaduct would be constructed to carry westbound traffic and the existing viaduct would be replaced on essentially existing alignment to carry eastbound traffic. The new westbound bridge over the Cuyahoga Valley would have a main span of 800 feet, with 1,028 feet of structure on the west approach and 3,371 feet on the east approach. Alternative B would use a southern alignment and would include construction of a new bridge south of the existing Central Viaduct to carry eastbound traffic and replacement of the existing viaduct on essentially existing alignment to carry westbound traffic. The new westbound bridge over the Cuyahoga Valley would have a main span of 900 feet, with 1,043 feet of structure on the west approach and 3,061 feet on the east approach. Estimated cost of the preferred alternative is in the range of $1.5 billion to $2.0 billion. POSITIVE IMPACTS: The proposed action would address operational, design, safety, and access shortcomings that severely impact the ability of the Innerbelt Freeway system to function acceptably. The Northern Alignment for the Central Viaduct/Central Interchange, would be constructed almost entirely off-line, permitting traffic to use the existing alignment while the Northern Alignment is constructed. NEGATIVE IMPACTS: Under the preferred alternative, 25 commercial buildings (57 businesses) and 10 residential buildings (19 households) would be relocated. Three stand-alone historic buildings eligible for the National Register would be impacted. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090264, Final EIS--511pages and maps, Draft EIS--CD-ROM, Access Modification Study--DVD, July 24, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-09-01-F KW - Airports KW - Bridges KW - Central Business Districts KW - Highways KW - Highway Structures KW - Historic Sites KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Ohio KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825474?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CLEVELAND+INNERBELT+PROJECT%2C+CITY+OF+CLEVELAND%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.title=CLEVELAND+INNERBELT+PROJECT%2C+CITY+OF+CLEVELAND%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 24, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CLEVELAND INNERBELT PROJECT, CITY OF CLEVELAND, CUYAHOGA COUNTY, OHIO. AN - 36344666; 13968 AB - PURPOSE: Rehabilitation and reconstruction of the Cleveland Innerbelt Freeway system, Cuyahoga County, Ohio are proposed. The Cleveland Innerbelt is a high capacity, limited-access interstate highway extending from Clevelands Tremont neighborhood on the West Side of the Cuyahoga River, across the Cuyahoga Valley, around the southern and eastern edges of downtown to the Citys lakefront district at Burke Lakefront Airport. The Innerbelt includes portions of Interstate 71 (I-71) and I-90, and connects to I-77, I-490, State Route 2 (SR 2), and SR 176. Infrastructure problems include deteriorating physical conditions of bridges and pavements, poor operational performance, design features that do not meet current standards, and accident rates exceeding the statewide average for similar facilities. The Innerbelt Curve is the projects northern-most section, near the Burke Lakefront Airport and Lake Erie and consists of a fully directional system interchange between I-90 and SR 2. South of the I-90/SR 2 interchange is the Lakeside Avenue interchange, where access is available from eastbound I-90 and to westbound I-90. South of the Lakeside Avenue interchange is the Superior Avenue interchange which provides access to Superior Avenue and to the Central Business District (CBD) from both eastbound and westbound I-90. The Innerbelt Trench section consists of I-90 from East 22nd Street, through the Carnegie Curve, and to Superior Avenue and distributes interstate traffic to the CBD and neighboring businesses and institutions through the citys east-west street grid. The Central Viaduct and Central Interchange section includes the Central Interchange and the associated ramps on a triangular-shaped area of land bounded on the southwest by Broadway Avenue/Orange Avenue and the Cuyahoga River Valley, on the east by East 22nd Street, and on the north by Carnegie Avenue. The section continues along I-90 south of Broadway Avenue, across the Central Viaduct Bridge, to just north of the I-71/I-90/I-490 interchange. Key issues identified during scoping include those related to stormwater management, access changes and economic effects, bicycle and pedestrian access, aesthetics, air quality and climate change, transportation system management, marine transportation, and impacts to Burke Lakefront Airport. The draft EIS analyzed one feasible alternative and a No Action alternative for most sections of the project and two feasible alternatives and a No Action alternative for the Central Viaduct and Central Interchange section. Alternative A, which is identified as the preferred alternative in this final EIS, would use a northern alignment and would include full depth pavement replacement/reconstruction, widening where necessary to address capacity or lane continuity, 35 new mainline, ramp, and overhead bridges, and 16 mainline and ramp deck replacements. A new bridge north of the existing Central Viaduct would be constructed to carry westbound traffic and the existing viaduct would be replaced on essentially existing alignment to carry eastbound traffic. The new westbound bridge over the Cuyahoga Valley would have a main span of 800 feet, with 1,028 feet of structure on the west approach and 3,371 feet on the east approach. Alternative B would use a southern alignment and would include construction of a new bridge south of the existing Central Viaduct to carry eastbound traffic and replacement of the existing viaduct on essentially existing alignment to carry westbound traffic. The new westbound bridge over the Cuyahoga Valley would have a main span of 900 feet, with 1,043 feet of structure on the west approach and 3,061 feet on the east approach. Estimated cost of the preferred alternative is in the range of $1.5 billion to $2.0 billion. POSITIVE IMPACTS: The proposed action would address operational, design, safety, and access shortcomings that severely impact the ability of the Innerbelt Freeway system to function acceptably. The Northern Alignment for the Central Viaduct/Central Interchange, would be constructed almost entirely off-line, permitting traffic to use the existing alignment while the Northern Alignment is constructed. NEGATIVE IMPACTS: Under the preferred alternative, 25 commercial buildings (57 businesses) and 10 residential buildings (19 households) would be relocated. Three stand-alone historic buildings eligible for the National Register would be impacted. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090264, Final EIS--511pages and maps, Draft EIS--CD-ROM, Access Modification Study--DVD, July 24, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-09-01-F KW - Airports KW - Bridges KW - Central Business Districts KW - Highways KW - Highway Structures KW - Historic Sites KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Ohio KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344666?accountid=14244 L2 - http://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=2009-07-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CLEVELAND+INNERBELT+PROJECT%2C+CITY+OF+CLEVELAND%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.title=CLEVELAND+INNERBELT+PROJECT%2C+CITY+OF+CLEVELAND%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 24, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 395 (I-395) FROM THE I-95 MIDTOWN INTERCHANGE RAMPS TO MACARTHUR CAUSEWAY WEST CHANNEL BRIDGES AT BISCAYNE BAY, CITY OF MIAMI, MIAMI-DADE COUNTY, FLORIDA. [Part 2 of 3] T2 - INTERSTATE 395 (I-395) FROM THE I-95 MIDTOWN INTERCHANGE RAMPS TO MACARTHUR CAUSEWAY WEST CHANNEL BRIDGES AT BISCAYNE BAY, CITY OF MIAMI, MIAMI-DADE COUNTY, FLORIDA. AN - 756825829; 13949-090245_0002 AB - PURPOSE: Reconstruction of the Interstate 395 (I-395) corridor, from the original terminus at the west side of the I-95 Midtown Interchange to the original corridor terminus at the West Channel Bridges at Biscayne Bay in the City of Miami, Miami-Dade County, Florida is proposed. The land surrounding the project corridor is currently undergoing a considerable amount of urban redevelopment. I-395 is an independent facility linking I-95 to the south and north, State Route 836 (SR-836) to the west, and the MacArthur Causeway/US-41 to the east over Biscayne Bay. It serves as the emergency evacuation route for the southern part of Miami Beach and for Star, Hibiscus and Palm Islands. The existing 1.4-mile corridor is elevated through the Overtown and Edgewater neighborhoods, with four through lanes and ramps for interchanges at I-95, NE 1st Avenue, NE 2nd Avenue, and US-1/Biscayne Boulevard. Initially, four construction alternatives were advanced including two elevated designs, a tunnel, and an open cut. All four alternatives would reuse the existing corridor with a slight alignment shift to the north of the existing facility. Alternative 2, an elevated design with ramps at the Midtown Interchange was rejected by the Overtown community and deemed to be fatally flawed. The two depressed designs, Alternatives 4 and 5, were determined to be not viable. The remaining viable alternatives considered in this draft EIS are the No-Build Alternative (Alternative 1) and Alternative 3, an elevated design with ramps at Miami Avenue. Alternative 3 is the preferred alternative and construction would begin with the westbound part of the expressway being built to the north, with a new N. Miami Avenue Interchange replacing all the existing ramps at the NE 1st Avenue and NE 2nd Avenue Interchanges. The eastbound facility would then be built in place of the existing roadway. The mainlines forming most of the expressway would be elevated on two bridge structures, with a minimum of 17 feet and maximum of 33.5 feet clearance over street grade. Only the ramps at N. Miami Avenue would involve solid embankment. One street, NE 1st Court, would be closed to accommodate the ramps. Another local street, NE Miami Court, would be available for reconnection under the I-395 spans. POSITIVE IMPACTS: The proposed project would address deficiencies in capacity, geometrics, and safety along the existing I-395 corridor which has only two through lanes, only one continuous lane in each direction, both left-hand and right-hand ramps, and unexpected merges and lane drops. The increase in capacity from two to three lanes for through traffic would benefit Miami Beach traffic flow. Safety would be improved by a reduction in the weaving of traffic and better management of cars and trucks through lane continuity. Both the capacity and safety improvements would benefit emergency hurricane evacuation. The potential for reconnected surface streets under the corridor could contribute to easier neighborhood access and improved community continuity. NEGATIVE IMPACTS: The specific right-of-way needs of Alternative 3 would require acquisition of 10 additional parcels that were not acquired through advance acquisition and include a warehouse, a commercial site, a partial clip of an industrial site, and several vacant parcels. Relocations would affect ten families or individuals, five businesses or services, and one former house of worship. Large scale impacts would occur from construction but planning and scheduling would minimize traffic delays. LEGAL MANDATES: Safe Drinking Water Act of 1974 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090245, 381 pages and maps, July 14, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-09-01-D KW - Bays KW - Bridges KW - Highways KW - Highway Structures KW - Hurricanes KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Transportation KW - Urban Renewal KW - Biscayne Bay KW - Florida KW - Safe Drinking Water Act of 1974, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825829?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+395+%28I-395%29+FROM+THE+I-95+MIDTOWN+INTERCHANGE+RAMPS+TO+MACARTHUR+CAUSEWAY+WEST+CHANNEL+BRIDGES+AT+BISCAYNE+BAY%2C+CITY+OF+MIAMI%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.title=INTERSTATE+395+%28I-395%29+FROM+THE+I-95+MIDTOWN+INTERCHANGE+RAMPS+TO+MACARTHUR+CAUSEWAY+WEST+CHANNEL+BRIDGES+AT+BISCAYNE+BAY%2C+CITY+OF+MIAMI%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: July 14, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 395 (I-395) FROM THE I-95 MIDTOWN INTERCHANGE RAMPS TO MACARTHUR CAUSEWAY WEST CHANNEL BRIDGES AT BISCAYNE BAY, CITY OF MIAMI, MIAMI-DADE COUNTY, FLORIDA. [Part 3 of 3] T2 - INTERSTATE 395 (I-395) FROM THE I-95 MIDTOWN INTERCHANGE RAMPS TO MACARTHUR CAUSEWAY WEST CHANNEL BRIDGES AT BISCAYNE BAY, CITY OF MIAMI, MIAMI-DADE COUNTY, FLORIDA. AN - 756825773; 13949-090245_0003 AB - PURPOSE: Reconstruction of the Interstate 395 (I-395) corridor, from the original terminus at the west side of the I-95 Midtown Interchange to the original corridor terminus at the West Channel Bridges at Biscayne Bay in the City of Miami, Miami-Dade County, Florida is proposed. The land surrounding the project corridor is currently undergoing a considerable amount of urban redevelopment. I-395 is an independent facility linking I-95 to the south and north, State Route 836 (SR-836) to the west, and the MacArthur Causeway/US-41 to the east over Biscayne Bay. It serves as the emergency evacuation route for the southern part of Miami Beach and for Star, Hibiscus and Palm Islands. The existing 1.4-mile corridor is elevated through the Overtown and Edgewater neighborhoods, with four through lanes and ramps for interchanges at I-95, NE 1st Avenue, NE 2nd Avenue, and US-1/Biscayne Boulevard. Initially, four construction alternatives were advanced including two elevated designs, a tunnel, and an open cut. All four alternatives would reuse the existing corridor with a slight alignment shift to the north of the existing facility. Alternative 2, an elevated design with ramps at the Midtown Interchange was rejected by the Overtown community and deemed to be fatally flawed. The two depressed designs, Alternatives 4 and 5, were determined to be not viable. The remaining viable alternatives considered in this draft EIS are the No-Build Alternative (Alternative 1) and Alternative 3, an elevated design with ramps at Miami Avenue. Alternative 3 is the preferred alternative and construction would begin with the westbound part of the expressway being built to the north, with a new N. Miami Avenue Interchange replacing all the existing ramps at the NE 1st Avenue and NE 2nd Avenue Interchanges. The eastbound facility would then be built in place of the existing roadway. The mainlines forming most of the expressway would be elevated on two bridge structures, with a minimum of 17 feet and maximum of 33.5 feet clearance over street grade. Only the ramps at N. Miami Avenue would involve solid embankment. One street, NE 1st Court, would be closed to accommodate the ramps. Another local street, NE Miami Court, would be available for reconnection under the I-395 spans. POSITIVE IMPACTS: The proposed project would address deficiencies in capacity, geometrics, and safety along the existing I-395 corridor which has only two through lanes, only one continuous lane in each direction, both left-hand and right-hand ramps, and unexpected merges and lane drops. The increase in capacity from two to three lanes for through traffic would benefit Miami Beach traffic flow. Safety would be improved by a reduction in the weaving of traffic and better management of cars and trucks through lane continuity. Both the capacity and safety improvements would benefit emergency hurricane evacuation. The potential for reconnected surface streets under the corridor could contribute to easier neighborhood access and improved community continuity. NEGATIVE IMPACTS: The specific right-of-way needs of Alternative 3 would require acquisition of 10 additional parcels that were not acquired through advance acquisition and include a warehouse, a commercial site, a partial clip of an industrial site, and several vacant parcels. Relocations would affect ten families or individuals, five businesses or services, and one former house of worship. Large scale impacts would occur from construction but planning and scheduling would minimize traffic delays. LEGAL MANDATES: Safe Drinking Water Act of 1974 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090245, 381 pages and maps, July 14, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-09-01-D KW - Bays KW - Bridges KW - Highways KW - Highway Structures KW - Hurricanes KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Transportation KW - Urban Renewal KW - Biscayne Bay KW - Florida KW - Safe Drinking Water Act of 1974, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825773?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+395+%28I-395%29+FROM+THE+I-95+MIDTOWN+INTERCHANGE+RAMPS+TO+MACARTHUR+CAUSEWAY+WEST+CHANNEL+BRIDGES+AT+BISCAYNE+BAY%2C+CITY+OF+MIAMI%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.title=INTERSTATE+395+%28I-395%29+FROM+THE+I-95+MIDTOWN+INTERCHANGE+RAMPS+TO+MACARTHUR+CAUSEWAY+WEST+CHANNEL+BRIDGES+AT+BISCAYNE+BAY%2C+CITY+OF+MIAMI%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: July 14, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 395 (I-395) FROM THE I-95 MIDTOWN INTERCHANGE RAMPS TO MACARTHUR CAUSEWAY WEST CHANNEL BRIDGES AT BISCAYNE BAY, CITY OF MIAMI, MIAMI-DADE COUNTY, FLORIDA. [Part 1 of 3] T2 - INTERSTATE 395 (I-395) FROM THE I-95 MIDTOWN INTERCHANGE RAMPS TO MACARTHUR CAUSEWAY WEST CHANNEL BRIDGES AT BISCAYNE BAY, CITY OF MIAMI, MIAMI-DADE COUNTY, FLORIDA. AN - 756825759; 13949-090245_0001 AB - PURPOSE: Reconstruction of the Interstate 395 (I-395) corridor, from the original terminus at the west side of the I-95 Midtown Interchange to the original corridor terminus at the West Channel Bridges at Biscayne Bay in the City of Miami, Miami-Dade County, Florida is proposed. The land surrounding the project corridor is currently undergoing a considerable amount of urban redevelopment. I-395 is an independent facility linking I-95 to the south and north, State Route 836 (SR-836) to the west, and the MacArthur Causeway/US-41 to the east over Biscayne Bay. It serves as the emergency evacuation route for the southern part of Miami Beach and for Star, Hibiscus and Palm Islands. The existing 1.4-mile corridor is elevated through the Overtown and Edgewater neighborhoods, with four through lanes and ramps for interchanges at I-95, NE 1st Avenue, NE 2nd Avenue, and US-1/Biscayne Boulevard. Initially, four construction alternatives were advanced including two elevated designs, a tunnel, and an open cut. All four alternatives would reuse the existing corridor with a slight alignment shift to the north of the existing facility. Alternative 2, an elevated design with ramps at the Midtown Interchange was rejected by the Overtown community and deemed to be fatally flawed. The two depressed designs, Alternatives 4 and 5, were determined to be not viable. The remaining viable alternatives considered in this draft EIS are the No-Build Alternative (Alternative 1) and Alternative 3, an elevated design with ramps at Miami Avenue. Alternative 3 is the preferred alternative and construction would begin with the westbound part of the expressway being built to the north, with a new N. Miami Avenue Interchange replacing all the existing ramps at the NE 1st Avenue and NE 2nd Avenue Interchanges. The eastbound facility would then be built in place of the existing roadway. The mainlines forming most of the expressway would be elevated on two bridge structures, with a minimum of 17 feet and maximum of 33.5 feet clearance over street grade. Only the ramps at N. Miami Avenue would involve solid embankment. One street, NE 1st Court, would be closed to accommodate the ramps. Another local street, NE Miami Court, would be available for reconnection under the I-395 spans. POSITIVE IMPACTS: The proposed project would address deficiencies in capacity, geometrics, and safety along the existing I-395 corridor which has only two through lanes, only one continuous lane in each direction, both left-hand and right-hand ramps, and unexpected merges and lane drops. The increase in capacity from two to three lanes for through traffic would benefit Miami Beach traffic flow. Safety would be improved by a reduction in the weaving of traffic and better management of cars and trucks through lane continuity. Both the capacity and safety improvements would benefit emergency hurricane evacuation. The potential for reconnected surface streets under the corridor could contribute to easier neighborhood access and improved community continuity. NEGATIVE IMPACTS: The specific right-of-way needs of Alternative 3 would require acquisition of 10 additional parcels that were not acquired through advance acquisition and include a warehouse, a commercial site, a partial clip of an industrial site, and several vacant parcels. Relocations would affect ten families or individuals, five businesses or services, and one former house of worship. Large scale impacts would occur from construction but planning and scheduling would minimize traffic delays. LEGAL MANDATES: Safe Drinking Water Act of 1974 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090245, 381 pages and maps, July 14, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-09-01-D KW - Bays KW - Bridges KW - Highways KW - Highway Structures KW - Hurricanes KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Transportation KW - Urban Renewal KW - Biscayne Bay KW - Florida KW - Safe Drinking Water Act of 1974, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825759?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+395+%28I-395%29+FROM+THE+I-95+MIDTOWN+INTERCHANGE+RAMPS+TO+MACARTHUR+CAUSEWAY+WEST+CHANNEL+BRIDGES+AT+BISCAYNE+BAY%2C+CITY+OF+MIAMI%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.title=INTERSTATE+395+%28I-395%29+FROM+THE+I-95+MIDTOWN+INTERCHANGE+RAMPS+TO+MACARTHUR+CAUSEWAY+WEST+CHANNEL+BRIDGES+AT+BISCAYNE+BAY%2C+CITY+OF+MIAMI%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: July 14, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 395 (I-395) FROM THE I-95 MIDTOWN INTERCHANGE RAMPS TO MACARTHUR CAUSEWAY WEST CHANNEL BRIDGES AT BISCAYNE BAY, CITY OF MIAMI, MIAMI-DADE COUNTY, FLORIDA. AN - 36344712; 13949 AB - PURPOSE: Reconstruction of the Interstate 395 (I-395) corridor, from the original terminus at the west side of the I-95 Midtown Interchange to the original corridor terminus at the West Channel Bridges at Biscayne Bay in the City of Miami, Miami-Dade County, Florida is proposed. The land surrounding the project corridor is currently undergoing a considerable amount of urban redevelopment. I-395 is an independent facility linking I-95 to the south and north, State Route 836 (SR-836) to the west, and the MacArthur Causeway/US-41 to the east over Biscayne Bay. It serves as the emergency evacuation route for the southern part of Miami Beach and for Star, Hibiscus and Palm Islands. The existing 1.4-mile corridor is elevated through the Overtown and Edgewater neighborhoods, with four through lanes and ramps for interchanges at I-95, NE 1st Avenue, NE 2nd Avenue, and US-1/Biscayne Boulevard. Initially, four construction alternatives were advanced including two elevated designs, a tunnel, and an open cut. All four alternatives would reuse the existing corridor with a slight alignment shift to the north of the existing facility. Alternative 2, an elevated design with ramps at the Midtown Interchange was rejected by the Overtown community and deemed to be fatally flawed. The two depressed designs, Alternatives 4 and 5, were determined to be not viable. The remaining viable alternatives considered in this draft EIS are the No-Build Alternative (Alternative 1) and Alternative 3, an elevated design with ramps at Miami Avenue. Alternative 3 is the preferred alternative and construction would begin with the westbound part of the expressway being built to the north, with a new N. Miami Avenue Interchange replacing all the existing ramps at the NE 1st Avenue and NE 2nd Avenue Interchanges. The eastbound facility would then be built in place of the existing roadway. The mainlines forming most of the expressway would be elevated on two bridge structures, with a minimum of 17 feet and maximum of 33.5 feet clearance over street grade. Only the ramps at N. Miami Avenue would involve solid embankment. One street, NE 1st Court, would be closed to accommodate the ramps. Another local street, NE Miami Court, would be available for reconnection under the I-395 spans. POSITIVE IMPACTS: The proposed project would address deficiencies in capacity, geometrics, and safety along the existing I-395 corridor which has only two through lanes, only one continuous lane in each direction, both left-hand and right-hand ramps, and unexpected merges and lane drops. The increase in capacity from two to three lanes for through traffic would benefit Miami Beach traffic flow. Safety would be improved by a reduction in the weaving of traffic and better management of cars and trucks through lane continuity. Both the capacity and safety improvements would benefit emergency hurricane evacuation. The potential for reconnected surface streets under the corridor could contribute to easier neighborhood access and improved community continuity. NEGATIVE IMPACTS: The specific right-of-way needs of Alternative 3 would require acquisition of 10 additional parcels that were not acquired through advance acquisition and include a warehouse, a commercial site, a partial clip of an industrial site, and several vacant parcels. Relocations would affect ten families or individuals, five businesses or services, and one former house of worship. Large scale impacts would occur from construction but planning and scheduling would minimize traffic delays. LEGAL MANDATES: Safe Drinking Water Act of 1974 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090245, 381 pages and maps, July 14, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-09-01-D KW - Bays KW - Bridges KW - Highways KW - Highway Structures KW - Hurricanes KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Transportation KW - Urban Renewal KW - Biscayne Bay KW - Florida KW - Safe Drinking Water Act of 1974, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344712?accountid=14244 L2 - http://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=2009-07-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+395+%28I-395%29+FROM+THE+I-95+MIDTOWN+INTERCHANGE+RAMPS+TO+MACARTHUR+CAUSEWAY+WEST+CHANNEL+BRIDGES+AT+BISCAYNE+BAY%2C+CITY+OF+MIAMI%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.title=INTERSTATE+395+%28I-395%29+FROM+THE+I-95+MIDTOWN+INTERCHANGE+RAMPS+TO+MACARTHUR+CAUSEWAY+WEST+CHANNEL+BRIDGES+AT+BISCAYNE+BAY%2C+CITY+OF+MIAMI%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: July 14, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Fixing "The Boat Section" - The Successful Use of Full Freeway Closures on I-5 through Downtown Sacramento T2 - 2009 Institute of Transportation Engineers Western District Annual Meeting AN - 40248638; 5215346 JF - 2009 Institute of Transportation Engineers Western District Annual Meeting AU - Horton, Joseph Y1 - 2009/07/12/ PY - 2009 DA - 2009 Jul 12 KW - USA, California, Sacramento KW - Boats KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40248638?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+Institute+of+Transportation+Engineers+Western+District+Annual+Meeting&rft.atitle=Fixing+%22The+Boat+Section%22+-+The+Successful+Use+of+Full+Freeway+Closures+on+I-5+through+Downtown+Sacramento&rft.au=Horton%2C+Joseph&rft.aulast=Horton&rft.aufirst=Joseph&rft.date=2009-07-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ L2 - http://www.westernite.org/annualmeetings/denver09/Denver2009FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-09-28 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Use of Safety Performance Functions by the Colorado State DOT T2 - 2009 Institute of Transportation Engineers Western District Annual Meeting AN - 40247567; 5215363 JF - 2009 Institute of Transportation Engineers Western District Annual Meeting AU - Kononov, Jake Y1 - 2009/07/12/ PY - 2009 DA - 2009 Jul 12 KW - USA, Colorado KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40247567?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+Institute+of+Transportation+Engineers+Western+District+Annual+Meeting&rft.atitle=Use+of+Safety+Performance+Functions+by+the+Colorado+State+DOT&rft.au=Kononov%2C+Jake&rft.aulast=Kononov&rft.aufirst=Jake&rft.date=2009-07-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+Institute+of+Transportation+Engineers+Western+District+Annual+Meeting&rft.issn=&rft_id=info:doi/ L2 - http://www.westernite.org/annualmeetings/denver09/Denver2009FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-09-28 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - History and Status of the Highway Safety Manual T2 - 2009 Institute of Transportation Engineers Western District Annual Meeting AN - 40246807; 5215361 JF - 2009 Institute of Transportation Engineers Western District Annual Meeting AU - Meyer, Charles Y1 - 2009/07/12/ PY - 2009 DA - 2009 Jul 12 KW - Historical account KW - Highways KW - Manuals KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40246807?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+Institute+of+Transportation+Engineers+Western+District+Annual+Meeting&rft.atitle=History+and+Status+of+the+Highway+Safety+Manual&rft.au=Meyer%2C+Charles&rft.aulast=Meyer&rft.aufirst=Charles&rft.date=2009-07-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+Institute+of+Transportation+Engineers+Western+District+Annual+Meeting&rft.issn=&rft_id=info:doi/ L2 - http://www.westernite.org/annualmeetings/denver09/Denver2009FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-09-28 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - An Evaluation of Current Signage Practices in School Zones From A Regional Perspective T2 - 2009 Institute of Transportation Engineers Western District Annual Meeting AN - 40246684; 5215377 JF - 2009 Institute of Transportation Engineers Western District Annual Meeting AU - Chang, Kevin Y1 - 2009/07/12/ PY - 2009 DA - 2009 Jul 12 KW - Schools KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40246684?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+Institute+of+Transportation+Engineers+Western+District+Annual+Meeting&rft.atitle=An+Evaluation+of+Current+Signage+Practices+in+School+Zones+From+A+Regional+Perspective&rft.au=Chang%2C+Kevin&rft.aulast=Chang&rft.aufirst=Kevin&rft.date=2009-07-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+Institute+of+Transportation+Engineers+Western+District+Annual+Meeting&rft.issn=&rft_id=info:doi/ L2 - http://www.westernite.org/annualmeetings/denver09/Denver2009FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-09-28 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - I-70 Mountain Corridor Active Management T2 - 2009 Institute of Transportation Engineers Western District Annual Meeting AN - 40246405; 5215418 JF - 2009 Institute of Transportation Engineers Western District Annual Meeting AU - Sobhi, Saeed Y1 - 2009/07/12/ PY - 2009 DA - 2009 Jul 12 KW - Mountains KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40246405?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+Institute+of+Transportation+Engineers+Western+District+Annual+Meeting&rft.atitle=I-70+Mountain+Corridor+Active+Management&rft.au=Sobhi%2C+Saeed&rft.aulast=Sobhi&rft.aufirst=Saeed&rft.date=2009-07-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+Institute+of+Transportation+Engineers+Western+District+Annual+Meeting&rft.issn=&rft_id=info:doi/ L2 - http://www.westernite.org/annualmeetings/denver09/Denver2009FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-09-28 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Transportation Plans and Street Designs for Neighborhood Electric Vehicles T2 - 2009 Institute of Transportation Engineers Western District Annual Meeting AN - 40246218; 5215325 JF - 2009 Institute of Transportation Engineers Western District Annual Meeting AU - McLaughlin, Roberta Y1 - 2009/07/12/ PY - 2009 DA - 2009 Jul 12 KW - Transportation KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40246218?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+Institute+of+Transportation+Engineers+Western+District+Annual+Meeting&rft.atitle=Transportation+Plans+and+Street+Designs+for+Neighborhood+Electric+Vehicles&rft.au=McLaughlin%2C+Roberta&rft.aulast=McLaughlin&rft.aufirst=Roberta&rft.date=2009-07-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+Institute+of+Transportation+Engineers+Western+District+Annual+Meeting&rft.issn=&rft_id=info:doi/ L2 - http://www.westernite.org/annualmeetings/denver09/Denver2009FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-09-28 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - MOST: A Hands-on Approach to Traffic Signal Timing T2 - 2009 Institute of Transportation Engineers Western District Annual Meeting AN - 40246168; 5215321 JF - 2009 Institute of Transportation Engineers Western District Annual Meeting AU - Olson, Paul Y1 - 2009/07/12/ PY - 2009 DA - 2009 Jul 12 KW - Traffic KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40246168?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+Institute+of+Transportation+Engineers+Western+District+Annual+Meeting&rft.atitle=MOST%3A+A+Hands-on+Approach+to+Traffic+Signal+Timing&rft.au=Olson%2C+Paul&rft.aulast=Olson&rft.aufirst=Paul&rft.date=2009-07-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+Institute+of+Transportation+Engineers+Western+District+Annual+Meeting&rft.issn=&rft_id=info:doi/ L2 - http://www.westernite.org/annualmeetings/denver09/Denver2009FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-09-28 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Application Tools - SafetyAnalyst, IHSDM and HSM T2 - 2009 Institute of Transportation Engineers Western District Annual Meeting AN - 40240389; 5215362 JF - 2009 Institute of Transportation Engineers Western District Annual Meeting AU - Milton, John Y1 - 2009/07/12/ PY - 2009 DA - 2009 Jul 12 KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40240389?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+Institute+of+Transportation+Engineers+Western+District+Annual+Meeting&rft.atitle=Application+Tools+-+SafetyAnalyst%2C+IHSDM+and+HSM&rft.au=Milton%2C+John&rft.aulast=Milton&rft.aufirst=John&rft.date=2009-07-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+Institute+of+Transportation+Engineers+Western+District+Annual+Meeting&rft.issn=&rft_id=info:doi/ L2 - http://www.westernite.org/annualmeetings/denver09/Denver2009FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-09-28 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - NC 119 RELOCATION, I-85/40 TO SOUTH OF SR 1918 (MRS. WHITE LANE), MEBANE, ALAMANCE COUNTY, NORTH CAROLINA. [Part 2 of 5] T2 - NC 119 RELOCATION, I-85/40 TO SOUTH OF SR 1918 (MRS. WHITE LANE), MEBANE, ALAMANCE COUNTY, NORTH CAROLINA. AN - 756826560; 13944-090240_0002 AB - PURPOSE: The relocation of North Carolina 119 (NC 119) from Interstate 85/40 (I-85/40) interchange southwest of Mebane to existing NC 119 south of State Route (SR) 1918 (Mrs. White Lane) north of Mebane in Alamance County, North Carolina is proposed. The existing transportation network in the area suffers from capacity deficiencies, lack of connectivity within the local community, and lack of efficient north-south routes through Mebane due to development patterns. Three build alternatives (alternatives 8, 9, and 10) and a No-Build Alternative are considered in detail in this final EIS. All alternatives would extend 5.6 miles. The project would also provide improvements to a portion of SR 1997 (Corrigidor Road), involving realignment of the facility east of its existing location and connecting it to SR 1972 (Tate Avenue) in the vicinity of MoAdams Creek, the Mebane Wastewater Treatment Plant, and the Mebane Maintenance Yard. In addition, SR 1970 (Roosevelt Street) would be tied to the proposed SR 1997 realignment just north of the Mebane Maintenance Yard. Alternative 9 was identified as the least environmentally damaging practicable alternative and is the preferred alternative. Costs of alternatives 8, 9, and 10 are estimated in 2009 dollars at $101.6 million, $101.5 million, and $102.4 million, respectively. POSITIVE IMPACTS: The new facility would reduce traffic congestion in downtown Mebane, improve local accessibility, and provide the county with a primary north-south transportation route. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 46 residences, five businesses, and one church. Traffic-generated noise levels would exceed federal standards at 11 sensitive receptor sites, and three other receptor sites would experience significant noise increases of a lesser degree. The project would require the relocation of major electric transmission lines at two crossings, one water tower, and one fiber optic cable. One historic site would be impacted under the preferred alternative. The facility would traverse 16 streams, requiring relocation of 3,178 linear feet of channel, and would traverse critical groundwater resources along up to one mile of its alignment and along 1.7 miles of protected groundwater. The project would displace 0.25 acre of wetlands, 3.2 acres of floodplain, 519 acres of floodway, 153 acres of prime and unique farmland, and two hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0477D, Volume 31, Number 4. JF - EPA number: 090240, Final EIS--321 pages and maps, Appendices--517 pages, July 10, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Cultural Resources Assessments KW - Farmlands KW - Floodplains KW - Floodways KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Hydraulic Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Transmission Lines KW - Transportation KW - Water Quality KW - Water Storage KW - Water Supply KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826560?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NC+119+RELOCATION%2C+I-85%2F40+TO+SOUTH+OF+SR+1918+%28MRS.+WHITE+LANE%29%2C+MEBANE%2C+ALAMANCE+COUNTY%2C+NORTH+CAROLINA.&rft.title=NC+119+RELOCATION%2C+I-85%2F40+TO+SOUTH+OF+SR+1918+%28MRS.+WHITE+LANE%29%2C+MEBANE%2C+ALAMANCE+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NC 119 RELOCATION, I-85/40 TO SOUTH OF SR 1918 (MRS. WHITE LANE), MEBANE, ALAMANCE COUNTY, NORTH CAROLINA. [Part 5 of 5] T2 - NC 119 RELOCATION, I-85/40 TO SOUTH OF SR 1918 (MRS. WHITE LANE), MEBANE, ALAMANCE COUNTY, NORTH CAROLINA. AN - 756826541; 13944-090240_0005 AB - PURPOSE: The relocation of North Carolina 119 (NC 119) from Interstate 85/40 (I-85/40) interchange southwest of Mebane to existing NC 119 south of State Route (SR) 1918 (Mrs. White Lane) north of Mebane in Alamance County, North Carolina is proposed. The existing transportation network in the area suffers from capacity deficiencies, lack of connectivity within the local community, and lack of efficient north-south routes through Mebane due to development patterns. Three build alternatives (alternatives 8, 9, and 10) and a No-Build Alternative are considered in detail in this final EIS. All alternatives would extend 5.6 miles. The project would also provide improvements to a portion of SR 1997 (Corrigidor Road), involving realignment of the facility east of its existing location and connecting it to SR 1972 (Tate Avenue) in the vicinity of MoAdams Creek, the Mebane Wastewater Treatment Plant, and the Mebane Maintenance Yard. In addition, SR 1970 (Roosevelt Street) would be tied to the proposed SR 1997 realignment just north of the Mebane Maintenance Yard. Alternative 9 was identified as the least environmentally damaging practicable alternative and is the preferred alternative. Costs of alternatives 8, 9, and 10 are estimated in 2009 dollars at $101.6 million, $101.5 million, and $102.4 million, respectively. POSITIVE IMPACTS: The new facility would reduce traffic congestion in downtown Mebane, improve local accessibility, and provide the county with a primary north-south transportation route. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 46 residences, five businesses, and one church. Traffic-generated noise levels would exceed federal standards at 11 sensitive receptor sites, and three other receptor sites would experience significant noise increases of a lesser degree. The project would require the relocation of major electric transmission lines at two crossings, one water tower, and one fiber optic cable. One historic site would be impacted under the preferred alternative. The facility would traverse 16 streams, requiring relocation of 3,178 linear feet of channel, and would traverse critical groundwater resources along up to one mile of its alignment and along 1.7 miles of protected groundwater. The project would displace 0.25 acre of wetlands, 3.2 acres of floodplain, 519 acres of floodway, 153 acres of prime and unique farmland, and two hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0477D, Volume 31, Number 4. JF - EPA number: 090240, Final EIS--321 pages and maps, Appendices--517 pages, July 10, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Cultural Resources Assessments KW - Farmlands KW - Floodplains KW - Floodways KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Hydraulic Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Transmission Lines KW - Transportation KW - Water Quality KW - Water Storage KW - Water Supply KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826541?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NC+119+RELOCATION%2C+I-85%2F40+TO+SOUTH+OF+SR+1918+%28MRS.+WHITE+LANE%29%2C+MEBANE%2C+ALAMANCE+COUNTY%2C+NORTH+CAROLINA.&rft.title=NC+119+RELOCATION%2C+I-85%2F40+TO+SOUTH+OF+SR+1918+%28MRS.+WHITE+LANE%29%2C+MEBANE%2C+ALAMANCE+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NC 119 RELOCATION, I-85/40 TO SOUTH OF SR 1918 (MRS. WHITE LANE), MEBANE, ALAMANCE COUNTY, NORTH CAROLINA. [Part 4 of 5] T2 - NC 119 RELOCATION, I-85/40 TO SOUTH OF SR 1918 (MRS. WHITE LANE), MEBANE, ALAMANCE COUNTY, NORTH CAROLINA. AN - 756826249; 13944-090240_0004 AB - PURPOSE: The relocation of North Carolina 119 (NC 119) from Interstate 85/40 (I-85/40) interchange southwest of Mebane to existing NC 119 south of State Route (SR) 1918 (Mrs. White Lane) north of Mebane in Alamance County, North Carolina is proposed. The existing transportation network in the area suffers from capacity deficiencies, lack of connectivity within the local community, and lack of efficient north-south routes through Mebane due to development patterns. Three build alternatives (alternatives 8, 9, and 10) and a No-Build Alternative are considered in detail in this final EIS. All alternatives would extend 5.6 miles. The project would also provide improvements to a portion of SR 1997 (Corrigidor Road), involving realignment of the facility east of its existing location and connecting it to SR 1972 (Tate Avenue) in the vicinity of MoAdams Creek, the Mebane Wastewater Treatment Plant, and the Mebane Maintenance Yard. In addition, SR 1970 (Roosevelt Street) would be tied to the proposed SR 1997 realignment just north of the Mebane Maintenance Yard. Alternative 9 was identified as the least environmentally damaging practicable alternative and is the preferred alternative. Costs of alternatives 8, 9, and 10 are estimated in 2009 dollars at $101.6 million, $101.5 million, and $102.4 million, respectively. POSITIVE IMPACTS: The new facility would reduce traffic congestion in downtown Mebane, improve local accessibility, and provide the county with a primary north-south transportation route. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 46 residences, five businesses, and one church. Traffic-generated noise levels would exceed federal standards at 11 sensitive receptor sites, and three other receptor sites would experience significant noise increases of a lesser degree. The project would require the relocation of major electric transmission lines at two crossings, one water tower, and one fiber optic cable. One historic site would be impacted under the preferred alternative. The facility would traverse 16 streams, requiring relocation of 3,178 linear feet of channel, and would traverse critical groundwater resources along up to one mile of its alignment and along 1.7 miles of protected groundwater. The project would displace 0.25 acre of wetlands, 3.2 acres of floodplain, 519 acres of floodway, 153 acres of prime and unique farmland, and two hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0477D, Volume 31, Number 4. JF - EPA number: 090240, Final EIS--321 pages and maps, Appendices--517 pages, July 10, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Cultural Resources Assessments KW - Farmlands KW - Floodplains KW - Floodways KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Hydraulic Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Transmission Lines KW - Transportation KW - Water Quality KW - Water Storage KW - Water Supply KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826249?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NC+119+RELOCATION%2C+I-85%2F40+TO+SOUTH+OF+SR+1918+%28MRS.+WHITE+LANE%29%2C+MEBANE%2C+ALAMANCE+COUNTY%2C+NORTH+CAROLINA.&rft.title=NC+119+RELOCATION%2C+I-85%2F40+TO+SOUTH+OF+SR+1918+%28MRS.+WHITE+LANE%29%2C+MEBANE%2C+ALAMANCE+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NC 119 RELOCATION, I-85/40 TO SOUTH OF SR 1918 (MRS. WHITE LANE), MEBANE, ALAMANCE COUNTY, NORTH CAROLINA. [Part 3 of 5] T2 - NC 119 RELOCATION, I-85/40 TO SOUTH OF SR 1918 (MRS. WHITE LANE), MEBANE, ALAMANCE COUNTY, NORTH CAROLINA. AN - 756826213; 13944-090240_0003 AB - PURPOSE: The relocation of North Carolina 119 (NC 119) from Interstate 85/40 (I-85/40) interchange southwest of Mebane to existing NC 119 south of State Route (SR) 1918 (Mrs. White Lane) north of Mebane in Alamance County, North Carolina is proposed. The existing transportation network in the area suffers from capacity deficiencies, lack of connectivity within the local community, and lack of efficient north-south routes through Mebane due to development patterns. Three build alternatives (alternatives 8, 9, and 10) and a No-Build Alternative are considered in detail in this final EIS. All alternatives would extend 5.6 miles. The project would also provide improvements to a portion of SR 1997 (Corrigidor Road), involving realignment of the facility east of its existing location and connecting it to SR 1972 (Tate Avenue) in the vicinity of MoAdams Creek, the Mebane Wastewater Treatment Plant, and the Mebane Maintenance Yard. In addition, SR 1970 (Roosevelt Street) would be tied to the proposed SR 1997 realignment just north of the Mebane Maintenance Yard. Alternative 9 was identified as the least environmentally damaging practicable alternative and is the preferred alternative. Costs of alternatives 8, 9, and 10 are estimated in 2009 dollars at $101.6 million, $101.5 million, and $102.4 million, respectively. POSITIVE IMPACTS: The new facility would reduce traffic congestion in downtown Mebane, improve local accessibility, and provide the county with a primary north-south transportation route. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 46 residences, five businesses, and one church. Traffic-generated noise levels would exceed federal standards at 11 sensitive receptor sites, and three other receptor sites would experience significant noise increases of a lesser degree. The project would require the relocation of major electric transmission lines at two crossings, one water tower, and one fiber optic cable. One historic site would be impacted under the preferred alternative. The facility would traverse 16 streams, requiring relocation of 3,178 linear feet of channel, and would traverse critical groundwater resources along up to one mile of its alignment and along 1.7 miles of protected groundwater. The project would displace 0.25 acre of wetlands, 3.2 acres of floodplain, 519 acres of floodway, 153 acres of prime and unique farmland, and two hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0477D, Volume 31, Number 4. JF - EPA number: 090240, Final EIS--321 pages and maps, Appendices--517 pages, July 10, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Cultural Resources Assessments KW - Farmlands KW - Floodplains KW - Floodways KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Hydraulic Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Transmission Lines KW - Transportation KW - Water Quality KW - Water Storage KW - Water Supply KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826213?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NC+119+RELOCATION%2C+I-85%2F40+TO+SOUTH+OF+SR+1918+%28MRS.+WHITE+LANE%29%2C+MEBANE%2C+ALAMANCE+COUNTY%2C+NORTH+CAROLINA.&rft.title=NC+119+RELOCATION%2C+I-85%2F40+TO+SOUTH+OF+SR+1918+%28MRS.+WHITE+LANE%29%2C+MEBANE%2C+ALAMANCE+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NC 119 RELOCATION, I-85/40 TO SOUTH OF SR 1918 (MRS. WHITE LANE), MEBANE, ALAMANCE COUNTY, NORTH CAROLINA. [Part 1 of 5] T2 - NC 119 RELOCATION, I-85/40 TO SOUTH OF SR 1918 (MRS. WHITE LANE), MEBANE, ALAMANCE COUNTY, NORTH CAROLINA. AN - 756825815; 13944-090240_0001 AB - PURPOSE: The relocation of North Carolina 119 (NC 119) from Interstate 85/40 (I-85/40) interchange southwest of Mebane to existing NC 119 south of State Route (SR) 1918 (Mrs. White Lane) north of Mebane in Alamance County, North Carolina is proposed. The existing transportation network in the area suffers from capacity deficiencies, lack of connectivity within the local community, and lack of efficient north-south routes through Mebane due to development patterns. Three build alternatives (alternatives 8, 9, and 10) and a No-Build Alternative are considered in detail in this final EIS. All alternatives would extend 5.6 miles. The project would also provide improvements to a portion of SR 1997 (Corrigidor Road), involving realignment of the facility east of its existing location and connecting it to SR 1972 (Tate Avenue) in the vicinity of MoAdams Creek, the Mebane Wastewater Treatment Plant, and the Mebane Maintenance Yard. In addition, SR 1970 (Roosevelt Street) would be tied to the proposed SR 1997 realignment just north of the Mebane Maintenance Yard. Alternative 9 was identified as the least environmentally damaging practicable alternative and is the preferred alternative. Costs of alternatives 8, 9, and 10 are estimated in 2009 dollars at $101.6 million, $101.5 million, and $102.4 million, respectively. POSITIVE IMPACTS: The new facility would reduce traffic congestion in downtown Mebane, improve local accessibility, and provide the county with a primary north-south transportation route. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 46 residences, five businesses, and one church. Traffic-generated noise levels would exceed federal standards at 11 sensitive receptor sites, and three other receptor sites would experience significant noise increases of a lesser degree. The project would require the relocation of major electric transmission lines at two crossings, one water tower, and one fiber optic cable. One historic site would be impacted under the preferred alternative. The facility would traverse 16 streams, requiring relocation of 3,178 linear feet of channel, and would traverse critical groundwater resources along up to one mile of its alignment and along 1.7 miles of protected groundwater. The project would displace 0.25 acre of wetlands, 3.2 acres of floodplain, 519 acres of floodway, 153 acres of prime and unique farmland, and two hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0477D, Volume 31, Number 4. JF - EPA number: 090240, Final EIS--321 pages and maps, Appendices--517 pages, July 10, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Cultural Resources Assessments KW - Farmlands KW - Floodplains KW - Floodways KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Hydraulic Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Transmission Lines KW - Transportation KW - Water Quality KW - Water Storage KW - Water Supply KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825815?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=Dutta&rft.aufirst=Renuka&rft.date=2006-01-01&rft.volume=2&rft.issue=3&rft.spage=85&rft.isbn=&rft.btitle=&rft.title=Journal+of+Indian+Association+for+Child+and+Adolescent+Mental+Health&rft.issn=09731342&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NC 119 RELOCATION, I-85/40 TO SOUTH OF SR 1918 (MRS. WHITE LANE), MEBANE, ALAMANCE COUNTY, NORTH CAROLINA. AN - 36345131; 13944 AB - PURPOSE: The relocation of North Carolina 119 (NC 119) from Interstate 85/40 (I-85/40) interchange southwest of Mebane to existing NC 119 south of State Route (SR) 1918 (Mrs. White Lane) north of Mebane in Alamance County, North Carolina is proposed. The existing transportation network in the area suffers from capacity deficiencies, lack of connectivity within the local community, and lack of efficient north-south routes through Mebane due to development patterns. Three build alternatives (alternatives 8, 9, and 10) and a No-Build Alternative are considered in detail in this final EIS. All alternatives would extend 5.6 miles. The project would also provide improvements to a portion of SR 1997 (Corrigidor Road), involving realignment of the facility east of its existing location and connecting it to SR 1972 (Tate Avenue) in the vicinity of MoAdams Creek, the Mebane Wastewater Treatment Plant, and the Mebane Maintenance Yard. In addition, SR 1970 (Roosevelt Street) would be tied to the proposed SR 1997 realignment just north of the Mebane Maintenance Yard. Alternative 9 was identified as the least environmentally damaging practicable alternative and is the preferred alternative. Costs of alternatives 8, 9, and 10 are estimated in 2009 dollars at $101.6 million, $101.5 million, and $102.4 million, respectively. POSITIVE IMPACTS: The new facility would reduce traffic congestion in downtown Mebane, improve local accessibility, and provide the county with a primary north-south transportation route. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 46 residences, five businesses, and one church. Traffic-generated noise levels would exceed federal standards at 11 sensitive receptor sites, and three other receptor sites would experience significant noise increases of a lesser degree. The project would require the relocation of major electric transmission lines at two crossings, one water tower, and one fiber optic cable. One historic site would be impacted under the preferred alternative. The facility would traverse 16 streams, requiring relocation of 3,178 linear feet of channel, and would traverse critical groundwater resources along up to one mile of its alignment and along 1.7 miles of protected groundwater. The project would displace 0.25 acre of wetlands, 3.2 acres of floodplain, 519 acres of floodway, 153 acres of prime and unique farmland, and two hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0477D, Volume 31, Number 4. JF - EPA number: 090240, Final EIS--321 pages and maps, Appendices--517 pages, July 10, 2009 PY - 2009 KW - Roads and Railroads KW - Cultural Resources Assessments KW - Farmlands KW - Floodplains KW - Floodways KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Hydraulic Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Transmission Lines KW - Transportation KW - Water Quality KW - Water Storage KW - Water Supply KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345131?accountid=14244 L2 - http://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=2009-07-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NC+119+RELOCATION%2C+I-85%2F40+TO+SOUTH+OF+SR+1918+%28MRS.+WHITE+LANE%29%2C+MEBANE%2C+ALAMANCE+COUNTY%2C+NORTH+CAROLINA.&rft.title=NC+119+RELOCATION%2C+I-85%2F40+TO+SOUTH+OF+SR+1918+%28MRS.+WHITE+LANE%29%2C+MEBANE%2C+ALAMANCE+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. [Part 5 of 10] T2 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. AN - 756825889; 13940-090236_0005 AB - PURPOSE: The improvement of the Orangethorpe railroad corridor via the provision of grade-separated crossings for several major intersecting roadways along five miles of the corridor through the cities of Placentia and Anaheim and unincorporated Orange County, California is proposed. The corridor, which is a section of the Burlington Northern Santa Fe Railroad line located in northeastern Orange County, extends from west of Bradford Avenue to west of Imperial Highway (State Route 90). Currently, the corridor suffers from traffic congestion and substandard safety conditions for drivers, bicyclists, and pedestrians at major roadway crossings of the railroad tracks. Four alternatives, including a No-Build Alternative (Alternative A), are considered in this final EIS. The build alternatives include two railroad lowering alternatives and one standard above-ground grade separation alternative. Alternative B would lower the railroad along the entire Orangethorpe corridor. This alternative would provide for a railroad trench that would begin its descent at Bradford Avenue, proceed east at the maximum grade of one percent to a full trench depth of 40 feet near Kraemer Boulevard, maintain a 40-foot depth as it continued eastward to just west of Kellogg Drive, where it would begin its ascent at a one percent grade to join the existing at-grade rail line at Imperial Highway. Alternative C would lower the railroad tracks from west of Bradford Avenue to west of Kellogg Drive, combining a partial trench with standard grade separations to accommodate an emergency bypass route for the railroad utilizing the existing tracks. Alternative D, which is the locally preferred alternative, would implement a standard grade-separation design, providing two railroad underpasses and six railroad overpasses between Kraemer Boulevard and Kellogg Drive, both of which would pass under the railroad corridor. Overpass structures would be provided at the intersections of the rail corridor and Orangethorpe Avenue, Tustin Avenue/Rose Drive, Jefferson Street, Van Buren Street, Richfield Road, and Lakeview Avenue. Costs of alternatives B, C, and D are estimated at $850 million, $639 million, and $433 million, respectively. POSITIVE IMPACTS: In addition to vastly improving traffic conditions along the corridor, a serious threat to the safe movement of pedestrian, bicycle, and vehicular traffic would be eliminated. Lowering of the rail line would decrease the level of noise emitted by passing trains in an area that includes schools. All build alternatives would improve the viewshed in the area adjacent to the corridor. Flood conditions along the corridor would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of five to 32 residential and 11 to 43 nonresidential parcels as well as the partial displacement of 34 to 61 parcels. Property acquisitions would disproportionately affect minority and low-income populations. Adverse hydrological patterns would arise from any build alternative. Though some beneficial flood control effects would result from each build alternative, all alternatives would result in an initial reduction in flood control capacity. Construction workers would encounter hazardous waste sites. Rail operation noise would exceed federal standards for some sensitive receptor sites along the corridor, and vibration impacts would also be experienced. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0337D, Volume 32, Number 3. JF - EPA number: 090236, Volume I--280 pages and maps, Volume II--377 pages and maps, Volume III--299 pages and maps, Volume IV--251 pages, July 9, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-EIS-CA21 KW - Environmental Justice KW - Flood Control KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Hydrology KW - Minorities KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Underground Structures KW - Visual Resources KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825889?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 9, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. [Part 7 of 10] T2 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. AN - 756825837; 13940-090236_0007 AB - PURPOSE: The improvement of the Orangethorpe railroad corridor via the provision of grade-separated crossings for several major intersecting roadways along five miles of the corridor through the cities of Placentia and Anaheim and unincorporated Orange County, California is proposed. The corridor, which is a section of the Burlington Northern Santa Fe Railroad line located in northeastern Orange County, extends from west of Bradford Avenue to west of Imperial Highway (State Route 90). Currently, the corridor suffers from traffic congestion and substandard safety conditions for drivers, bicyclists, and pedestrians at major roadway crossings of the railroad tracks. Four alternatives, including a No-Build Alternative (Alternative A), are considered in this final EIS. The build alternatives include two railroad lowering alternatives and one standard above-ground grade separation alternative. Alternative B would lower the railroad along the entire Orangethorpe corridor. This alternative would provide for a railroad trench that would begin its descent at Bradford Avenue, proceed east at the maximum grade of one percent to a full trench depth of 40 feet near Kraemer Boulevard, maintain a 40-foot depth as it continued eastward to just west of Kellogg Drive, where it would begin its ascent at a one percent grade to join the existing at-grade rail line at Imperial Highway. Alternative C would lower the railroad tracks from west of Bradford Avenue to west of Kellogg Drive, combining a partial trench with standard grade separations to accommodate an emergency bypass route for the railroad utilizing the existing tracks. Alternative D, which is the locally preferred alternative, would implement a standard grade-separation design, providing two railroad underpasses and six railroad overpasses between Kraemer Boulevard and Kellogg Drive, both of which would pass under the railroad corridor. Overpass structures would be provided at the intersections of the rail corridor and Orangethorpe Avenue, Tustin Avenue/Rose Drive, Jefferson Street, Van Buren Street, Richfield Road, and Lakeview Avenue. Costs of alternatives B, C, and D are estimated at $850 million, $639 million, and $433 million, respectively. POSITIVE IMPACTS: In addition to vastly improving traffic conditions along the corridor, a serious threat to the safe movement of pedestrian, bicycle, and vehicular traffic would be eliminated. Lowering of the rail line would decrease the level of noise emitted by passing trains in an area that includes schools. All build alternatives would improve the viewshed in the area adjacent to the corridor. Flood conditions along the corridor would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of five to 32 residential and 11 to 43 nonresidential parcels as well as the partial displacement of 34 to 61 parcels. Property acquisitions would disproportionately affect minority and low-income populations. Adverse hydrological patterns would arise from any build alternative. Though some beneficial flood control effects would result from each build alternative, all alternatives would result in an initial reduction in flood control capacity. Construction workers would encounter hazardous waste sites. Rail operation noise would exceed federal standards for some sensitive receptor sites along the corridor, and vibration impacts would also be experienced. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0337D, Volume 32, Number 3. JF - EPA number: 090236, Volume I--280 pages and maps, Volume II--377 pages and maps, Volume III--299 pages and maps, Volume IV--251 pages, July 9, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-EIS-CA21 KW - Environmental Justice KW - Flood Control KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Hydrology KW - Minorities KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Underground Structures KW - Visual Resources KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825837?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 9, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. [Part 4 of 10] T2 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. AN - 756825775; 13940-090236_0004 AB - PURPOSE: The improvement of the Orangethorpe railroad corridor via the provision of grade-separated crossings for several major intersecting roadways along five miles of the corridor through the cities of Placentia and Anaheim and unincorporated Orange County, California is proposed. The corridor, which is a section of the Burlington Northern Santa Fe Railroad line located in northeastern Orange County, extends from west of Bradford Avenue to west of Imperial Highway (State Route 90). Currently, the corridor suffers from traffic congestion and substandard safety conditions for drivers, bicyclists, and pedestrians at major roadway crossings of the railroad tracks. Four alternatives, including a No-Build Alternative (Alternative A), are considered in this final EIS. The build alternatives include two railroad lowering alternatives and one standard above-ground grade separation alternative. Alternative B would lower the railroad along the entire Orangethorpe corridor. This alternative would provide for a railroad trench that would begin its descent at Bradford Avenue, proceed east at the maximum grade of one percent to a full trench depth of 40 feet near Kraemer Boulevard, maintain a 40-foot depth as it continued eastward to just west of Kellogg Drive, where it would begin its ascent at a one percent grade to join the existing at-grade rail line at Imperial Highway. Alternative C would lower the railroad tracks from west of Bradford Avenue to west of Kellogg Drive, combining a partial trench with standard grade separations to accommodate an emergency bypass route for the railroad utilizing the existing tracks. Alternative D, which is the locally preferred alternative, would implement a standard grade-separation design, providing two railroad underpasses and six railroad overpasses between Kraemer Boulevard and Kellogg Drive, both of which would pass under the railroad corridor. Overpass structures would be provided at the intersections of the rail corridor and Orangethorpe Avenue, Tustin Avenue/Rose Drive, Jefferson Street, Van Buren Street, Richfield Road, and Lakeview Avenue. Costs of alternatives B, C, and D are estimated at $850 million, $639 million, and $433 million, respectively. POSITIVE IMPACTS: In addition to vastly improving traffic conditions along the corridor, a serious threat to the safe movement of pedestrian, bicycle, and vehicular traffic would be eliminated. Lowering of the rail line would decrease the level of noise emitted by passing trains in an area that includes schools. All build alternatives would improve the viewshed in the area adjacent to the corridor. Flood conditions along the corridor would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of five to 32 residential and 11 to 43 nonresidential parcels as well as the partial displacement of 34 to 61 parcels. Property acquisitions would disproportionately affect minority and low-income populations. Adverse hydrological patterns would arise from any build alternative. Though some beneficial flood control effects would result from each build alternative, all alternatives would result in an initial reduction in flood control capacity. Construction workers would encounter hazardous waste sites. Rail operation noise would exceed federal standards for some sensitive receptor sites along the corridor, and vibration impacts would also be experienced. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0337D, Volume 32, Number 3. JF - EPA number: 090236, Volume I--280 pages and maps, Volume II--377 pages and maps, Volume III--299 pages and maps, Volume IV--251 pages, July 9, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-EIS-CA21 KW - Environmental Justice KW - Flood Control KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Hydrology KW - Minorities KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Underground Structures KW - Visual Resources KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825775?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 9, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. [Part 1 of 10] T2 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. AN - 756825770; 13940-090236_0001 AB - PURPOSE: The improvement of the Orangethorpe railroad corridor via the provision of grade-separated crossings for several major intersecting roadways along five miles of the corridor through the cities of Placentia and Anaheim and unincorporated Orange County, California is proposed. The corridor, which is a section of the Burlington Northern Santa Fe Railroad line located in northeastern Orange County, extends from west of Bradford Avenue to west of Imperial Highway (State Route 90). Currently, the corridor suffers from traffic congestion and substandard safety conditions for drivers, bicyclists, and pedestrians at major roadway crossings of the railroad tracks. Four alternatives, including a No-Build Alternative (Alternative A), are considered in this final EIS. The build alternatives include two railroad lowering alternatives and one standard above-ground grade separation alternative. Alternative B would lower the railroad along the entire Orangethorpe corridor. This alternative would provide for a railroad trench that would begin its descent at Bradford Avenue, proceed east at the maximum grade of one percent to a full trench depth of 40 feet near Kraemer Boulevard, maintain a 40-foot depth as it continued eastward to just west of Kellogg Drive, where it would begin its ascent at a one percent grade to join the existing at-grade rail line at Imperial Highway. Alternative C would lower the railroad tracks from west of Bradford Avenue to west of Kellogg Drive, combining a partial trench with standard grade separations to accommodate an emergency bypass route for the railroad utilizing the existing tracks. Alternative D, which is the locally preferred alternative, would implement a standard grade-separation design, providing two railroad underpasses and six railroad overpasses between Kraemer Boulevard and Kellogg Drive, both of which would pass under the railroad corridor. Overpass structures would be provided at the intersections of the rail corridor and Orangethorpe Avenue, Tustin Avenue/Rose Drive, Jefferson Street, Van Buren Street, Richfield Road, and Lakeview Avenue. Costs of alternatives B, C, and D are estimated at $850 million, $639 million, and $433 million, respectively. POSITIVE IMPACTS: In addition to vastly improving traffic conditions along the corridor, a serious threat to the safe movement of pedestrian, bicycle, and vehicular traffic would be eliminated. Lowering of the rail line would decrease the level of noise emitted by passing trains in an area that includes schools. All build alternatives would improve the viewshed in the area adjacent to the corridor. Flood conditions along the corridor would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of five to 32 residential and 11 to 43 nonresidential parcels as well as the partial displacement of 34 to 61 parcels. Property acquisitions would disproportionately affect minority and low-income populations. Adverse hydrological patterns would arise from any build alternative. Though some beneficial flood control effects would result from each build alternative, all alternatives would result in an initial reduction in flood control capacity. Construction workers would encounter hazardous waste sites. Rail operation noise would exceed federal standards for some sensitive receptor sites along the corridor, and vibration impacts would also be experienced. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0337D, Volume 32, Number 3. JF - EPA number: 090236, Volume I--280 pages and maps, Volume II--377 pages and maps, Volume III--299 pages and maps, Volume IV--251 pages, July 9, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-EIS-CA21 KW - Environmental Justice KW - Flood Control KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Hydrology KW - Minorities KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Underground Structures KW - Visual Resources KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825770?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 9, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. [Part 10 of 10] T2 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. AN - 756825731; 13940-090236_0010 AB - PURPOSE: The improvement of the Orangethorpe railroad corridor via the provision of grade-separated crossings for several major intersecting roadways along five miles of the corridor through the cities of Placentia and Anaheim and unincorporated Orange County, California is proposed. The corridor, which is a section of the Burlington Northern Santa Fe Railroad line located in northeastern Orange County, extends from west of Bradford Avenue to west of Imperial Highway (State Route 90). Currently, the corridor suffers from traffic congestion and substandard safety conditions for drivers, bicyclists, and pedestrians at major roadway crossings of the railroad tracks. Four alternatives, including a No-Build Alternative (Alternative A), are considered in this final EIS. The build alternatives include two railroad lowering alternatives and one standard above-ground grade separation alternative. Alternative B would lower the railroad along the entire Orangethorpe corridor. This alternative would provide for a railroad trench that would begin its descent at Bradford Avenue, proceed east at the maximum grade of one percent to a full trench depth of 40 feet near Kraemer Boulevard, maintain a 40-foot depth as it continued eastward to just west of Kellogg Drive, where it would begin its ascent at a one percent grade to join the existing at-grade rail line at Imperial Highway. Alternative C would lower the railroad tracks from west of Bradford Avenue to west of Kellogg Drive, combining a partial trench with standard grade separations to accommodate an emergency bypass route for the railroad utilizing the existing tracks. Alternative D, which is the locally preferred alternative, would implement a standard grade-separation design, providing two railroad underpasses and six railroad overpasses between Kraemer Boulevard and Kellogg Drive, both of which would pass under the railroad corridor. Overpass structures would be provided at the intersections of the rail corridor and Orangethorpe Avenue, Tustin Avenue/Rose Drive, Jefferson Street, Van Buren Street, Richfield Road, and Lakeview Avenue. Costs of alternatives B, C, and D are estimated at $850 million, $639 million, and $433 million, respectively. POSITIVE IMPACTS: In addition to vastly improving traffic conditions along the corridor, a serious threat to the safe movement of pedestrian, bicycle, and vehicular traffic would be eliminated. Lowering of the rail line would decrease the level of noise emitted by passing trains in an area that includes schools. All build alternatives would improve the viewshed in the area adjacent to the corridor. Flood conditions along the corridor would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of five to 32 residential and 11 to 43 nonresidential parcels as well as the partial displacement of 34 to 61 parcels. Property acquisitions would disproportionately affect minority and low-income populations. Adverse hydrological patterns would arise from any build alternative. Though some beneficial flood control effects would result from each build alternative, all alternatives would result in an initial reduction in flood control capacity. Construction workers would encounter hazardous waste sites. Rail operation noise would exceed federal standards for some sensitive receptor sites along the corridor, and vibration impacts would also be experienced. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0337D, Volume 32, Number 3. JF - EPA number: 090236, Volume I--280 pages and maps, Volume II--377 pages and maps, Volume III--299 pages and maps, Volume IV--251 pages, July 9, 2009 PY - 2009 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-EIS-CA21 KW - Environmental Justice KW - Flood Control KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Hydrology KW - Minorities KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Underground Structures KW - Visual Resources KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825731?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Wanda&rft.date=2010-01-01&rft.volume=18&rft.issue=2&rft.spage=202&rft.isbn=&rft.btitle=&rft.title=Family+Journal%3A+Counseling+and+Therapy+for+Couples+and+Families&rft.issn=10664807&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 9, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. [Part 8 of 10] T2 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. AN - 756825718; 13940-090236_0008 AB - PURPOSE: The improvement of the Orangethorpe railroad corridor via the provision of grade-separated crossings for several major intersecting roadways along five miles of the corridor through the cities of Placentia and Anaheim and unincorporated Orange County, California is proposed. The corridor, which is a section of the Burlington Northern Santa Fe Railroad line located in northeastern Orange County, extends from west of Bradford Avenue to west of Imperial Highway (State Route 90). Currently, the corridor suffers from traffic congestion and substandard safety conditions for drivers, bicyclists, and pedestrians at major roadway crossings of the railroad tracks. Four alternatives, including a No-Build Alternative (Alternative A), are considered in this final EIS. The build alternatives include two railroad lowering alternatives and one standard above-ground grade separation alternative. Alternative B would lower the railroad along the entire Orangethorpe corridor. This alternative would provide for a railroad trench that would begin its descent at Bradford Avenue, proceed east at the maximum grade of one percent to a full trench depth of 40 feet near Kraemer Boulevard, maintain a 40-foot depth as it continued eastward to just west of Kellogg Drive, where it would begin its ascent at a one percent grade to join the existing at-grade rail line at Imperial Highway. Alternative C would lower the railroad tracks from west of Bradford Avenue to west of Kellogg Drive, combining a partial trench with standard grade separations to accommodate an emergency bypass route for the railroad utilizing the existing tracks. Alternative D, which is the locally preferred alternative, would implement a standard grade-separation design, providing two railroad underpasses and six railroad overpasses between Kraemer Boulevard and Kellogg Drive, both of which would pass under the railroad corridor. Overpass structures would be provided at the intersections of the rail corridor and Orangethorpe Avenue, Tustin Avenue/Rose Drive, Jefferson Street, Van Buren Street, Richfield Road, and Lakeview Avenue. Costs of alternatives B, C, and D are estimated at $850 million, $639 million, and $433 million, respectively. POSITIVE IMPACTS: In addition to vastly improving traffic conditions along the corridor, a serious threat to the safe movement of pedestrian, bicycle, and vehicular traffic would be eliminated. Lowering of the rail line would decrease the level of noise emitted by passing trains in an area that includes schools. All build alternatives would improve the viewshed in the area adjacent to the corridor. Flood conditions along the corridor would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of five to 32 residential and 11 to 43 nonresidential parcels as well as the partial displacement of 34 to 61 parcels. Property acquisitions would disproportionately affect minority and low-income populations. Adverse hydrological patterns would arise from any build alternative. Though some beneficial flood control effects would result from each build alternative, all alternatives would result in an initial reduction in flood control capacity. Construction workers would encounter hazardous waste sites. Rail operation noise would exceed federal standards for some sensitive receptor sites along the corridor, and vibration impacts would also be experienced. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0337D, Volume 32, Number 3. JF - EPA number: 090236, Volume I--280 pages and maps, Volume II--377 pages and maps, Volume III--299 pages and maps, Volume IV--251 pages, July 9, 2009 PY - 2009 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-EIS-CA21 KW - Environmental Justice KW - Flood Control KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Hydrology KW - Minorities KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Underground Structures KW - Visual Resources KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825718?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 9, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. [Part 9 of 10] T2 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. AN - 756825695; 13940-090236_0009 AB - PURPOSE: The improvement of the Orangethorpe railroad corridor via the provision of grade-separated crossings for several major intersecting roadways along five miles of the corridor through the cities of Placentia and Anaheim and unincorporated Orange County, California is proposed. The corridor, which is a section of the Burlington Northern Santa Fe Railroad line located in northeastern Orange County, extends from west of Bradford Avenue to west of Imperial Highway (State Route 90). Currently, the corridor suffers from traffic congestion and substandard safety conditions for drivers, bicyclists, and pedestrians at major roadway crossings of the railroad tracks. Four alternatives, including a No-Build Alternative (Alternative A), are considered in this final EIS. The build alternatives include two railroad lowering alternatives and one standard above-ground grade separation alternative. Alternative B would lower the railroad along the entire Orangethorpe corridor. This alternative would provide for a railroad trench that would begin its descent at Bradford Avenue, proceed east at the maximum grade of one percent to a full trench depth of 40 feet near Kraemer Boulevard, maintain a 40-foot depth as it continued eastward to just west of Kellogg Drive, where it would begin its ascent at a one percent grade to join the existing at-grade rail line at Imperial Highway. Alternative C would lower the railroad tracks from west of Bradford Avenue to west of Kellogg Drive, combining a partial trench with standard grade separations to accommodate an emergency bypass route for the railroad utilizing the existing tracks. Alternative D, which is the locally preferred alternative, would implement a standard grade-separation design, providing two railroad underpasses and six railroad overpasses between Kraemer Boulevard and Kellogg Drive, both of which would pass under the railroad corridor. Overpass structures would be provided at the intersections of the rail corridor and Orangethorpe Avenue, Tustin Avenue/Rose Drive, Jefferson Street, Van Buren Street, Richfield Road, and Lakeview Avenue. Costs of alternatives B, C, and D are estimated at $850 million, $639 million, and $433 million, respectively. POSITIVE IMPACTS: In addition to vastly improving traffic conditions along the corridor, a serious threat to the safe movement of pedestrian, bicycle, and vehicular traffic would be eliminated. Lowering of the rail line would decrease the level of noise emitted by passing trains in an area that includes schools. All build alternatives would improve the viewshed in the area adjacent to the corridor. Flood conditions along the corridor would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of five to 32 residential and 11 to 43 nonresidential parcels as well as the partial displacement of 34 to 61 parcels. Property acquisitions would disproportionately affect minority and low-income populations. Adverse hydrological patterns would arise from any build alternative. Though some beneficial flood control effects would result from each build alternative, all alternatives would result in an initial reduction in flood control capacity. Construction workers would encounter hazardous waste sites. Rail operation noise would exceed federal standards for some sensitive receptor sites along the corridor, and vibration impacts would also be experienced. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0337D, Volume 32, Number 3. JF - EPA number: 090236, Volume I--280 pages and maps, Volume II--377 pages and maps, Volume III--299 pages and maps, Volume IV--251 pages, July 9, 2009 PY - 2009 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-EIS-CA21 KW - Environmental Justice KW - Flood Control KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Hydrology KW - Minorities KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Underground Structures KW - Visual Resources KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825695?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 9, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. [Part 6 of 10] T2 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. AN - 756825689; 13940-090236_0006 AB - PURPOSE: The improvement of the Orangethorpe railroad corridor via the provision of grade-separated crossings for several major intersecting roadways along five miles of the corridor through the cities of Placentia and Anaheim and unincorporated Orange County, California is proposed. The corridor, which is a section of the Burlington Northern Santa Fe Railroad line located in northeastern Orange County, extends from west of Bradford Avenue to west of Imperial Highway (State Route 90). Currently, the corridor suffers from traffic congestion and substandard safety conditions for drivers, bicyclists, and pedestrians at major roadway crossings of the railroad tracks. Four alternatives, including a No-Build Alternative (Alternative A), are considered in this final EIS. The build alternatives include two railroad lowering alternatives and one standard above-ground grade separation alternative. Alternative B would lower the railroad along the entire Orangethorpe corridor. This alternative would provide for a railroad trench that would begin its descent at Bradford Avenue, proceed east at the maximum grade of one percent to a full trench depth of 40 feet near Kraemer Boulevard, maintain a 40-foot depth as it continued eastward to just west of Kellogg Drive, where it would begin its ascent at a one percent grade to join the existing at-grade rail line at Imperial Highway. Alternative C would lower the railroad tracks from west of Bradford Avenue to west of Kellogg Drive, combining a partial trench with standard grade separations to accommodate an emergency bypass route for the railroad utilizing the existing tracks. Alternative D, which is the locally preferred alternative, would implement a standard grade-separation design, providing two railroad underpasses and six railroad overpasses between Kraemer Boulevard and Kellogg Drive, both of which would pass under the railroad corridor. Overpass structures would be provided at the intersections of the rail corridor and Orangethorpe Avenue, Tustin Avenue/Rose Drive, Jefferson Street, Van Buren Street, Richfield Road, and Lakeview Avenue. Costs of alternatives B, C, and D are estimated at $850 million, $639 million, and $433 million, respectively. POSITIVE IMPACTS: In addition to vastly improving traffic conditions along the corridor, a serious threat to the safe movement of pedestrian, bicycle, and vehicular traffic would be eliminated. Lowering of the rail line would decrease the level of noise emitted by passing trains in an area that includes schools. All build alternatives would improve the viewshed in the area adjacent to the corridor. Flood conditions along the corridor would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of five to 32 residential and 11 to 43 nonresidential parcels as well as the partial displacement of 34 to 61 parcels. Property acquisitions would disproportionately affect minority and low-income populations. Adverse hydrological patterns would arise from any build alternative. Though some beneficial flood control effects would result from each build alternative, all alternatives would result in an initial reduction in flood control capacity. Construction workers would encounter hazardous waste sites. Rail operation noise would exceed federal standards for some sensitive receptor sites along the corridor, and vibration impacts would also be experienced. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0337D, Volume 32, Number 3. JF - EPA number: 090236, Volume I--280 pages and maps, Volume II--377 pages and maps, Volume III--299 pages and maps, Volume IV--251 pages, July 9, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-EIS-CA21 KW - Environmental Justice KW - Flood Control KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Hydrology KW - Minorities KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Underground Structures KW - Visual Resources KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825689?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 9, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. [Part 3 of 10] T2 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. AN - 756825674; 13940-090236_0003 AB - PURPOSE: The improvement of the Orangethorpe railroad corridor via the provision of grade-separated crossings for several major intersecting roadways along five miles of the corridor through the cities of Placentia and Anaheim and unincorporated Orange County, California is proposed. The corridor, which is a section of the Burlington Northern Santa Fe Railroad line located in northeastern Orange County, extends from west of Bradford Avenue to west of Imperial Highway (State Route 90). Currently, the corridor suffers from traffic congestion and substandard safety conditions for drivers, bicyclists, and pedestrians at major roadway crossings of the railroad tracks. Four alternatives, including a No-Build Alternative (Alternative A), are considered in this final EIS. The build alternatives include two railroad lowering alternatives and one standard above-ground grade separation alternative. Alternative B would lower the railroad along the entire Orangethorpe corridor. This alternative would provide for a railroad trench that would begin its descent at Bradford Avenue, proceed east at the maximum grade of one percent to a full trench depth of 40 feet near Kraemer Boulevard, maintain a 40-foot depth as it continued eastward to just west of Kellogg Drive, where it would begin its ascent at a one percent grade to join the existing at-grade rail line at Imperial Highway. Alternative C would lower the railroad tracks from west of Bradford Avenue to west of Kellogg Drive, combining a partial trench with standard grade separations to accommodate an emergency bypass route for the railroad utilizing the existing tracks. Alternative D, which is the locally preferred alternative, would implement a standard grade-separation design, providing two railroad underpasses and six railroad overpasses between Kraemer Boulevard and Kellogg Drive, both of which would pass under the railroad corridor. Overpass structures would be provided at the intersections of the rail corridor and Orangethorpe Avenue, Tustin Avenue/Rose Drive, Jefferson Street, Van Buren Street, Richfield Road, and Lakeview Avenue. Costs of alternatives B, C, and D are estimated at $850 million, $639 million, and $433 million, respectively. POSITIVE IMPACTS: In addition to vastly improving traffic conditions along the corridor, a serious threat to the safe movement of pedestrian, bicycle, and vehicular traffic would be eliminated. Lowering of the rail line would decrease the level of noise emitted by passing trains in an area that includes schools. All build alternatives would improve the viewshed in the area adjacent to the corridor. Flood conditions along the corridor would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of five to 32 residential and 11 to 43 nonresidential parcels as well as the partial displacement of 34 to 61 parcels. Property acquisitions would disproportionately affect minority and low-income populations. Adverse hydrological patterns would arise from any build alternative. Though some beneficial flood control effects would result from each build alternative, all alternatives would result in an initial reduction in flood control capacity. Construction workers would encounter hazardous waste sites. Rail operation noise would exceed federal standards for some sensitive receptor sites along the corridor, and vibration impacts would also be experienced. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0337D, Volume 32, Number 3. JF - EPA number: 090236, Volume I--280 pages and maps, Volume II--377 pages and maps, Volume III--299 pages and maps, Volume IV--251 pages, July 9, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-EIS-CA21 KW - Environmental Justice KW - Flood Control KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Hydrology KW - Minorities KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Underground Structures KW - Visual Resources KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825674?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 9, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. [Part 2 of 10] T2 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. AN - 756825661; 13940-090236_0002 AB - PURPOSE: The improvement of the Orangethorpe railroad corridor via the provision of grade-separated crossings for several major intersecting roadways along five miles of the corridor through the cities of Placentia and Anaheim and unincorporated Orange County, California is proposed. The corridor, which is a section of the Burlington Northern Santa Fe Railroad line located in northeastern Orange County, extends from west of Bradford Avenue to west of Imperial Highway (State Route 90). Currently, the corridor suffers from traffic congestion and substandard safety conditions for drivers, bicyclists, and pedestrians at major roadway crossings of the railroad tracks. Four alternatives, including a No-Build Alternative (Alternative A), are considered in this final EIS. The build alternatives include two railroad lowering alternatives and one standard above-ground grade separation alternative. Alternative B would lower the railroad along the entire Orangethorpe corridor. This alternative would provide for a railroad trench that would begin its descent at Bradford Avenue, proceed east at the maximum grade of one percent to a full trench depth of 40 feet near Kraemer Boulevard, maintain a 40-foot depth as it continued eastward to just west of Kellogg Drive, where it would begin its ascent at a one percent grade to join the existing at-grade rail line at Imperial Highway. Alternative C would lower the railroad tracks from west of Bradford Avenue to west of Kellogg Drive, combining a partial trench with standard grade separations to accommodate an emergency bypass route for the railroad utilizing the existing tracks. Alternative D, which is the locally preferred alternative, would implement a standard grade-separation design, providing two railroad underpasses and six railroad overpasses between Kraemer Boulevard and Kellogg Drive, both of which would pass under the railroad corridor. Overpass structures would be provided at the intersections of the rail corridor and Orangethorpe Avenue, Tustin Avenue/Rose Drive, Jefferson Street, Van Buren Street, Richfield Road, and Lakeview Avenue. Costs of alternatives B, C, and D are estimated at $850 million, $639 million, and $433 million, respectively. POSITIVE IMPACTS: In addition to vastly improving traffic conditions along the corridor, a serious threat to the safe movement of pedestrian, bicycle, and vehicular traffic would be eliminated. Lowering of the rail line would decrease the level of noise emitted by passing trains in an area that includes schools. All build alternatives would improve the viewshed in the area adjacent to the corridor. Flood conditions along the corridor would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of five to 32 residential and 11 to 43 nonresidential parcels as well as the partial displacement of 34 to 61 parcels. Property acquisitions would disproportionately affect minority and low-income populations. Adverse hydrological patterns would arise from any build alternative. Though some beneficial flood control effects would result from each build alternative, all alternatives would result in an initial reduction in flood control capacity. Construction workers would encounter hazardous waste sites. Rail operation noise would exceed federal standards for some sensitive receptor sites along the corridor, and vibration impacts would also be experienced. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0337D, Volume 32, Number 3. JF - EPA number: 090236, Volume I--280 pages and maps, Volume II--377 pages and maps, Volume III--299 pages and maps, Volume IV--251 pages, July 9, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-EIS-CA21 KW - Environmental Justice KW - Flood Control KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Hydrology KW - Minorities KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Underground Structures KW - Visual Resources KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825661?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 9, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ORANGE COUNTY GATEWAY PROJECT, ORANGE COUNTY, CALIFORNIA. AN - 36346498; 13940 AB - PURPOSE: The improvement of the Orangethorpe railroad corridor via the provision of grade-separated crossings for several major intersecting roadways along five miles of the corridor through the cities of Placentia and Anaheim and unincorporated Orange County, California is proposed. The corridor, which is a section of the Burlington Northern Santa Fe Railroad line located in northeastern Orange County, extends from west of Bradford Avenue to west of Imperial Highway (State Route 90). Currently, the corridor suffers from traffic congestion and substandard safety conditions for drivers, bicyclists, and pedestrians at major roadway crossings of the railroad tracks. Four alternatives, including a No-Build Alternative (Alternative A), are considered in this final EIS. The build alternatives include two railroad lowering alternatives and one standard above-ground grade separation alternative. Alternative B would lower the railroad along the entire Orangethorpe corridor. This alternative would provide for a railroad trench that would begin its descent at Bradford Avenue, proceed east at the maximum grade of one percent to a full trench depth of 40 feet near Kraemer Boulevard, maintain a 40-foot depth as it continued eastward to just west of Kellogg Drive, where it would begin its ascent at a one percent grade to join the existing at-grade rail line at Imperial Highway. Alternative C would lower the railroad tracks from west of Bradford Avenue to west of Kellogg Drive, combining a partial trench with standard grade separations to accommodate an emergency bypass route for the railroad utilizing the existing tracks. Alternative D, which is the locally preferred alternative, would implement a standard grade-separation design, providing two railroad underpasses and six railroad overpasses between Kraemer Boulevard and Kellogg Drive, both of which would pass under the railroad corridor. Overpass structures would be provided at the intersections of the rail corridor and Orangethorpe Avenue, Tustin Avenue/Rose Drive, Jefferson Street, Van Buren Street, Richfield Road, and Lakeview Avenue. Costs of alternatives B, C, and D are estimated at $850 million, $639 million, and $433 million, respectively. POSITIVE IMPACTS: In addition to vastly improving traffic conditions along the corridor, a serious threat to the safe movement of pedestrian, bicycle, and vehicular traffic would be eliminated. Lowering of the rail line would decrease the level of noise emitted by passing trains in an area that includes schools. All build alternatives would improve the viewshed in the area adjacent to the corridor. Flood conditions along the corridor would be improved. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of five to 32 residential and 11 to 43 nonresidential parcels as well as the partial displacement of 34 to 61 parcels. Property acquisitions would disproportionately affect minority and low-income populations. Adverse hydrological patterns would arise from any build alternative. Though some beneficial flood control effects would result from each build alternative, all alternatives would result in an initial reduction in flood control capacity. Construction workers would encounter hazardous waste sites. Rail operation noise would exceed federal standards for some sensitive receptor sites along the corridor, and vibration impacts would also be experienced. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0337D, Volume 32, Number 3. JF - EPA number: 090236, Volume I--280 pages and maps, Volume II--377 pages and maps, Volume III--299 pages and maps, Volume IV--251 pages, July 9, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-EIS-CA21 KW - Environmental Justice KW - Flood Control KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Hydrology KW - Minorities KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Underground Structures KW - Visual Resources KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346498?accountid=14244 L2 - http://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=2009-07-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.title=ORANGE+COUNTY+GATEWAY+PROJECT%2C+ORANGE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 9, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT DOLPHIN LLC DEEPWATER PORT LICENSE APPLICATION, OUTER CONTINENTAL SHELF OFF THE WESTERN COAST OF FLORIDA IN GULF OF MEXICO. [Part 6 of 6] T2 - PORT DOLPHIN LLC DEEPWATER PORT LICENSE APPLICATION, OUTER CONTINENTAL SHELF OFF THE WESTERN COAST OF FLORIDA IN GULF OF MEXICO. AN - 756826533; 13932-090228_0006 AB - PURPOSE: The construction and operation of a deepwater liquefied natural gas (LNG) port in the federal waters of the outer continental shelf (OCS) are proposed by Port Dolphin Energy LLC. The facility, to be known as Port Dolphin, would be located 28 miles off the west coast of Florida to the southwest of Tampa Bay and extend to 100 feet beneath the surface of the water. The proposed location comprises areas designated by the Minerals Management Service as St. Petersburg (PB) lease blocks: PB545, PB546, PB547, PB548, PB504, PB506, PB507, PB463, and PB589. The port would consist of a permanently moored unloading buoy system with two submersible buoys separated by a distance of three miles. Each unloading buoy would be permanently secured to eight mooring lines consisting of wire rope, chain, and buoyancy elements. Each mooring buoy would be attached to anchor points on the seabed; the anchor points would most likely consist of driven piles. The buoys would be designed to moor a specialized type of LNG vessel known as a shuttle and regasification vessel (SRV) with capacities of either 145,000 or 217,000 cubic meters. SRVs are equipped to vaporize cryogenic LNG cargo to natural gas through onboard closed loop vaporization systems. SRVs are also equipped to odorize and meter gas for send-out by means of the unloading buoy to conventional subsea pipelines. The SRVs would moor to the unloading buoys which connect through the hull of the vessels to specially designed turrets that would enable the vessel to rotate in response to prevailing wind, wave, and current directions. When the vessels were not present, the buoys would be submerged on a special landing pad on the seabed, 60 to 70 feet below the sea surface. Each unloading buoy would connect through a 16-inch-diameter flexible riser and 36-inch-diameter flowline to a Y intersection and thence a 36-inch-diameter pipeline extending 42 miles to Port Manatee in Manatee County, Florida. The pipeline would connect with the Gulfstream Natural Gas System and the Tampa Electric Company (TECO) pipeline system. The 36-inch pipeline would make landfall on Port Manatee property, whence it would extend in a generally easterly direction to the first interconnection point with the Gulfstream System interconnection station site, which would occupy two acres. Up to 80 percent of the daily flow of gas (800 million cubic feet) would be delivered to the Gulfstream System. The remainder of the natural gas from the Port Dolphin would be transported by 14-inch pipeline to the TECO interconnection station, located 5.8 miles east of the Gulfstream interconnection station. Only SRVs would call on Port Dolphin. Offloading of an SRV would require four to eight days. Initially, the port would be capable of a natural gas throughput of 400 million cubic feet per day, and would eventually be capable of an average daily output of 800 million cubic feet with peak capacity of 1,200 million cubic feet. In addition to the proposed action, this final EIS considers two alternative deepwater port locations, both of which are off the coast of Florida; pipeline route alternatives; various alternative LNG transshipment technologies; and a No Action Alternative. POSITIVE IMPACTS: The port would help provide a reliable and timely supply of natural gas and to increase energy source diversity in the United States. The port would not interfere with international navigation or other reasonable uses of the high seas. NEGATIVE IMPACTS: Buoy anchoring and related seabed work and pipeline construction would result in disturbance of the benthic environment and creation of turbidity in the water column in the immediate areas. Operational activities would result in similar disturbances in the immediate area of the port as well as releases of high-saline water into the area. Use of seawater in the vaporization of LNG would involve returning the seawater, after treatment with various biocides, back into the ambient ocean. Several million gallons of seawater per day would pass through the vaporization system. Operation of the vaporization system would destroy entrained ichthyoplankton, fish eggs and larvae, and fish in the early stages of life. The port would mar visual aesthetics for commercial and recreational vessel users. Pipeline construction would disturb benthic habitat and destroy sessile benthos and the pipeline rights-of-way would traverse vegetated wildlife habitat, including coastal wetlands and inland wetlands. LEGAL MANDATES: Deepwater Port Act of 1974(22 U.S.C 1501-1524), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 090228, Volume I, Impact Analysis--358 pages, Volume II, Appendices--421 pages, Volume III, Appendices and maps--319 pages, July 2, 2009 PY - 2009 VL - 6 KW - Energy KW - Coastal Zones KW - Fish KW - Harbor Structures KW - Harbors KW - Natural Gas KW - Pipelines KW - Safety Analyses KW - Ships KW - Terminal Facilities KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Gulf of Mexico KW - Deepwater Port Act of 1974, License Application KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826533?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Charles&rft.date=1985-01-01&rft.volume=19&rft.issue=1&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Early+Child+Development+and+Care&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard and Maritime Administration, Washington, District of Columbia; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT DOLPHIN LLC DEEPWATER PORT LICENSE APPLICATION, OUTER CONTINENTAL SHELF OFF THE WESTERN COAST OF FLORIDA IN GULF OF MEXICO. [Part 5 of 6] T2 - PORT DOLPHIN LLC DEEPWATER PORT LICENSE APPLICATION, OUTER CONTINENTAL SHELF OFF THE WESTERN COAST OF FLORIDA IN GULF OF MEXICO. AN - 756826519; 13932-090228_0005 AB - PURPOSE: The construction and operation of a deepwater liquefied natural gas (LNG) port in the federal waters of the outer continental shelf (OCS) are proposed by Port Dolphin Energy LLC. The facility, to be known as Port Dolphin, would be located 28 miles off the west coast of Florida to the southwest of Tampa Bay and extend to 100 feet beneath the surface of the water. The proposed location comprises areas designated by the Minerals Management Service as St. Petersburg (PB) lease blocks: PB545, PB546, PB547, PB548, PB504, PB506, PB507, PB463, and PB589. The port would consist of a permanently moored unloading buoy system with two submersible buoys separated by a distance of three miles. Each unloading buoy would be permanently secured to eight mooring lines consisting of wire rope, chain, and buoyancy elements. Each mooring buoy would be attached to anchor points on the seabed; the anchor points would most likely consist of driven piles. The buoys would be designed to moor a specialized type of LNG vessel known as a shuttle and regasification vessel (SRV) with capacities of either 145,000 or 217,000 cubic meters. SRVs are equipped to vaporize cryogenic LNG cargo to natural gas through onboard closed loop vaporization systems. SRVs are also equipped to odorize and meter gas for send-out by means of the unloading buoy to conventional subsea pipelines. The SRVs would moor to the unloading buoys which connect through the hull of the vessels to specially designed turrets that would enable the vessel to rotate in response to prevailing wind, wave, and current directions. When the vessels were not present, the buoys would be submerged on a special landing pad on the seabed, 60 to 70 feet below the sea surface. Each unloading buoy would connect through a 16-inch-diameter flexible riser and 36-inch-diameter flowline to a Y intersection and thence a 36-inch-diameter pipeline extending 42 miles to Port Manatee in Manatee County, Florida. The pipeline would connect with the Gulfstream Natural Gas System and the Tampa Electric Company (TECO) pipeline system. The 36-inch pipeline would make landfall on Port Manatee property, whence it would extend in a generally easterly direction to the first interconnection point with the Gulfstream System interconnection station site, which would occupy two acres. Up to 80 percent of the daily flow of gas (800 million cubic feet) would be delivered to the Gulfstream System. The remainder of the natural gas from the Port Dolphin would be transported by 14-inch pipeline to the TECO interconnection station, located 5.8 miles east of the Gulfstream interconnection station. Only SRVs would call on Port Dolphin. Offloading of an SRV would require four to eight days. Initially, the port would be capable of a natural gas throughput of 400 million cubic feet per day, and would eventually be capable of an average daily output of 800 million cubic feet with peak capacity of 1,200 million cubic feet. In addition to the proposed action, this final EIS considers two alternative deepwater port locations, both of which are off the coast of Florida; pipeline route alternatives; various alternative LNG transshipment technologies; and a No Action Alternative. POSITIVE IMPACTS: The port would help provide a reliable and timely supply of natural gas and to increase energy source diversity in the United States. The port would not interfere with international navigation or other reasonable uses of the high seas. NEGATIVE IMPACTS: Buoy anchoring and related seabed work and pipeline construction would result in disturbance of the benthic environment and creation of turbidity in the water column in the immediate areas. Operational activities would result in similar disturbances in the immediate area of the port as well as releases of high-saline water into the area. Use of seawater in the vaporization of LNG would involve returning the seawater, after treatment with various biocides, back into the ambient ocean. Several million gallons of seawater per day would pass through the vaporization system. Operation of the vaporization system would destroy entrained ichthyoplankton, fish eggs and larvae, and fish in the early stages of life. The port would mar visual aesthetics for commercial and recreational vessel users. Pipeline construction would disturb benthic habitat and destroy sessile benthos and the pipeline rights-of-way would traverse vegetated wildlife habitat, including coastal wetlands and inland wetlands. LEGAL MANDATES: Deepwater Port Act of 1974(22 U.S.C 1501-1524), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 090228, Volume I, Impact Analysis--358 pages, Volume II, Appendices--421 pages, Volume III, Appendices and maps--319 pages, July 2, 2009 PY - 2009 VL - 5 KW - Energy KW - Coastal Zones KW - Fish KW - Harbor Structures KW - Harbors KW - Natural Gas KW - Pipelines KW - Safety Analyses KW - Ships KW - Terminal Facilities KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Gulf of Mexico KW - Deepwater Port Act of 1974, License Application KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826519?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+DOLPHIN+LLC+DEEPWATER+PORT+LICENSE+APPLICATION%2C+OUTER+CONTINENTAL+SHELF+OFF+THE+WESTERN+COAST+OF+FLORIDA+IN+GULF+OF+MEXICO.&rft.title=PORT+DOLPHIN+LLC+DEEPWATER+PORT+LICENSE+APPLICATION%2C+OUTER+CONTINENTAL+SHELF+OFF+THE+WESTERN+COAST+OF+FLORIDA+IN+GULF+OF+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard and Maritime Administration, Washington, District of Columbia; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT DOLPHIN LLC DEEPWATER PORT LICENSE APPLICATION, OUTER CONTINENTAL SHELF OFF THE WESTERN COAST OF FLORIDA IN GULF OF MEXICO. [Part 4 of 6] T2 - PORT DOLPHIN LLC DEEPWATER PORT LICENSE APPLICATION, OUTER CONTINENTAL SHELF OFF THE WESTERN COAST OF FLORIDA IN GULF OF MEXICO. AN - 756826508; 13932-090228_0004 AB - PURPOSE: The construction and operation of a deepwater liquefied natural gas (LNG) port in the federal waters of the outer continental shelf (OCS) are proposed by Port Dolphin Energy LLC. The facility, to be known as Port Dolphin, would be located 28 miles off the west coast of Florida to the southwest of Tampa Bay and extend to 100 feet beneath the surface of the water. The proposed location comprises areas designated by the Minerals Management Service as St. Petersburg (PB) lease blocks: PB545, PB546, PB547, PB548, PB504, PB506, PB507, PB463, and PB589. The port would consist of a permanently moored unloading buoy system with two submersible buoys separated by a distance of three miles. Each unloading buoy would be permanently secured to eight mooring lines consisting of wire rope, chain, and buoyancy elements. Each mooring buoy would be attached to anchor points on the seabed; the anchor points would most likely consist of driven piles. The buoys would be designed to moor a specialized type of LNG vessel known as a shuttle and regasification vessel (SRV) with capacities of either 145,000 or 217,000 cubic meters. SRVs are equipped to vaporize cryogenic LNG cargo to natural gas through onboard closed loop vaporization systems. SRVs are also equipped to odorize and meter gas for send-out by means of the unloading buoy to conventional subsea pipelines. The SRVs would moor to the unloading buoys which connect through the hull of the vessels to specially designed turrets that would enable the vessel to rotate in response to prevailing wind, wave, and current directions. When the vessels were not present, the buoys would be submerged on a special landing pad on the seabed, 60 to 70 feet below the sea surface. Each unloading buoy would connect through a 16-inch-diameter flexible riser and 36-inch-diameter flowline to a Y intersection and thence a 36-inch-diameter pipeline extending 42 miles to Port Manatee in Manatee County, Florida. The pipeline would connect with the Gulfstream Natural Gas System and the Tampa Electric Company (TECO) pipeline system. The 36-inch pipeline would make landfall on Port Manatee property, whence it would extend in a generally easterly direction to the first interconnection point with the Gulfstream System interconnection station site, which would occupy two acres. Up to 80 percent of the daily flow of gas (800 million cubic feet) would be delivered to the Gulfstream System. The remainder of the natural gas from the Port Dolphin would be transported by 14-inch pipeline to the TECO interconnection station, located 5.8 miles east of the Gulfstream interconnection station. Only SRVs would call on Port Dolphin. Offloading of an SRV would require four to eight days. Initially, the port would be capable of a natural gas throughput of 400 million cubic feet per day, and would eventually be capable of an average daily output of 800 million cubic feet with peak capacity of 1,200 million cubic feet. In addition to the proposed action, this final EIS considers two alternative deepwater port locations, both of which are off the coast of Florida; pipeline route alternatives; various alternative LNG transshipment technologies; and a No Action Alternative. POSITIVE IMPACTS: The port would help provide a reliable and timely supply of natural gas and to increase energy source diversity in the United States. The port would not interfere with international navigation or other reasonable uses of the high seas. NEGATIVE IMPACTS: Buoy anchoring and related seabed work and pipeline construction would result in disturbance of the benthic environment and creation of turbidity in the water column in the immediate areas. Operational activities would result in similar disturbances in the immediate area of the port as well as releases of high-saline water into the area. Use of seawater in the vaporization of LNG would involve returning the seawater, after treatment with various biocides, back into the ambient ocean. Several million gallons of seawater per day would pass through the vaporization system. Operation of the vaporization system would destroy entrained ichthyoplankton, fish eggs and larvae, and fish in the early stages of life. The port would mar visual aesthetics for commercial and recreational vessel users. Pipeline construction would disturb benthic habitat and destroy sessile benthos and the pipeline rights-of-way would traverse vegetated wildlife habitat, including coastal wetlands and inland wetlands. LEGAL MANDATES: Deepwater Port Act of 1974(22 U.S.C 1501-1524), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 090228, Volume I, Impact Analysis--358 pages, Volume II, Appendices--421 pages, Volume III, Appendices and maps--319 pages, July 2, 2009 PY - 2009 VL - 4 KW - Energy KW - Coastal Zones KW - Fish KW - Harbor Structures KW - Harbors KW - Natural Gas KW - Pipelines KW - Safety Analyses KW - Ships KW - Terminal Facilities KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Gulf of Mexico KW - Deepwater Port Act of 1974, License Application KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826508?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ERIC&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Humanistic+Education+and+Development&rft.atitle=Adlerian+Play+Therapy.&rft.au=Kottman%2C+Terry%3BWarlick%2C+Jayne&rft.aulast=Kottman&rft.aufirst=Terry&rft.date=1990-01-01&rft.volume=28&rft.issue=3&rft.spage=125&rft.isbn=&rft.btitle=&rft.title=Journal+of+Humanistic+Education+and+Development&rft.issn=07356846&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard and Maritime Administration, Washington, District of Columbia; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT DOLPHIN LLC DEEPWATER PORT LICENSE APPLICATION, OUTER CONTINENTAL SHELF OFF THE WESTERN COAST OF FLORIDA IN GULF OF MEXICO. [Part 3 of 6] T2 - PORT DOLPHIN LLC DEEPWATER PORT LICENSE APPLICATION, OUTER CONTINENTAL SHELF OFF THE WESTERN COAST OF FLORIDA IN GULF OF MEXICO. AN - 756826496; 13932-090228_0003 AB - PURPOSE: The construction and operation of a deepwater liquefied natural gas (LNG) port in the federal waters of the outer continental shelf (OCS) are proposed by Port Dolphin Energy LLC. The facility, to be known as Port Dolphin, would be located 28 miles off the west coast of Florida to the southwest of Tampa Bay and extend to 100 feet beneath the surface of the water. The proposed location comprises areas designated by the Minerals Management Service as St. Petersburg (PB) lease blocks: PB545, PB546, PB547, PB548, PB504, PB506, PB507, PB463, and PB589. The port would consist of a permanently moored unloading buoy system with two submersible buoys separated by a distance of three miles. Each unloading buoy would be permanently secured to eight mooring lines consisting of wire rope, chain, and buoyancy elements. Each mooring buoy would be attached to anchor points on the seabed; the anchor points would most likely consist of driven piles. The buoys would be designed to moor a specialized type of LNG vessel known as a shuttle and regasification vessel (SRV) with capacities of either 145,000 or 217,000 cubic meters. SRVs are equipped to vaporize cryogenic LNG cargo to natural gas through onboard closed loop vaporization systems. SRVs are also equipped to odorize and meter gas for send-out by means of the unloading buoy to conventional subsea pipelines. The SRVs would moor to the unloading buoys which connect through the hull of the vessels to specially designed turrets that would enable the vessel to rotate in response to prevailing wind, wave, and current directions. When the vessels were not present, the buoys would be submerged on a special landing pad on the seabed, 60 to 70 feet below the sea surface. Each unloading buoy would connect through a 16-inch-diameter flexible riser and 36-inch-diameter flowline to a Y intersection and thence a 36-inch-diameter pipeline extending 42 miles to Port Manatee in Manatee County, Florida. The pipeline would connect with the Gulfstream Natural Gas System and the Tampa Electric Company (TECO) pipeline system. The 36-inch pipeline would make landfall on Port Manatee property, whence it would extend in a generally easterly direction to the first interconnection point with the Gulfstream System interconnection station site, which would occupy two acres. Up to 80 percent of the daily flow of gas (800 million cubic feet) would be delivered to the Gulfstream System. The remainder of the natural gas from the Port Dolphin would be transported by 14-inch pipeline to the TECO interconnection station, located 5.8 miles east of the Gulfstream interconnection station. Only SRVs would call on Port Dolphin. Offloading of an SRV would require four to eight days. Initially, the port would be capable of a natural gas throughput of 400 million cubic feet per day, and would eventually be capable of an average daily output of 800 million cubic feet with peak capacity of 1,200 million cubic feet. In addition to the proposed action, this final EIS considers two alternative deepwater port locations, both of which are off the coast of Florida; pipeline route alternatives; various alternative LNG transshipment technologies; and a No Action Alternative. POSITIVE IMPACTS: The port would help provide a reliable and timely supply of natural gas and to increase energy source diversity in the United States. The port would not interfere with international navigation or other reasonable uses of the high seas. NEGATIVE IMPACTS: Buoy anchoring and related seabed work and pipeline construction would result in disturbance of the benthic environment and creation of turbidity in the water column in the immediate areas. Operational activities would result in similar disturbances in the immediate area of the port as well as releases of high-saline water into the area. Use of seawater in the vaporization of LNG would involve returning the seawater, after treatment with various biocides, back into the ambient ocean. Several million gallons of seawater per day would pass through the vaporization system. Operation of the vaporization system would destroy entrained ichthyoplankton, fish eggs and larvae, and fish in the early stages of life. The port would mar visual aesthetics for commercial and recreational vessel users. Pipeline construction would disturb benthic habitat and destroy sessile benthos and the pipeline rights-of-way would traverse vegetated wildlife habitat, including coastal wetlands and inland wetlands. LEGAL MANDATES: Deepwater Port Act of 1974(22 U.S.C 1501-1524), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 090228, Volume I, Impact Analysis--358 pages, Volume II, Appendices--421 pages, Volume III, Appendices and maps--319 pages, July 2, 2009 PY - 2009 VL - 3 KW - Energy KW - Coastal Zones KW - Fish KW - Harbor Structures KW - Harbors KW - Natural Gas KW - Pipelines KW - Safety Analyses KW - Ships KW - Terminal Facilities KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Gulf of Mexico KW - Deepwater Port Act of 1974, License Application KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826496?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+DOLPHIN+LLC+DEEPWATER+PORT+LICENSE+APPLICATION%2C+OUTER+CONTINENTAL+SHELF+OFF+THE+WESTERN+COAST+OF+FLORIDA+IN+GULF+OF+MEXICO.&rft.title=PORT+DOLPHIN+LLC+DEEPWATER+PORT+LICENSE+APPLICATION%2C+OUTER+CONTINENTAL+SHELF+OFF+THE+WESTERN+COAST+OF+FLORIDA+IN+GULF+OF+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard and Maritime Administration, Washington, District of Columbia; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT DOLPHIN LLC DEEPWATER PORT LICENSE APPLICATION, OUTER CONTINENTAL SHELF OFF THE WESTERN COAST OF FLORIDA IN GULF OF MEXICO. [Part 1 of 6] T2 - PORT DOLPHIN LLC DEEPWATER PORT LICENSE APPLICATION, OUTER CONTINENTAL SHELF OFF THE WESTERN COAST OF FLORIDA IN GULF OF MEXICO. AN - 756826259; 13932-090228_0001 AB - PURPOSE: The construction and operation of a deepwater liquefied natural gas (LNG) port in the federal waters of the outer continental shelf (OCS) are proposed by Port Dolphin Energy LLC. The facility, to be known as Port Dolphin, would be located 28 miles off the west coast of Florida to the southwest of Tampa Bay and extend to 100 feet beneath the surface of the water. The proposed location comprises areas designated by the Minerals Management Service as St. Petersburg (PB) lease blocks: PB545, PB546, PB547, PB548, PB504, PB506, PB507, PB463, and PB589. The port would consist of a permanently moored unloading buoy system with two submersible buoys separated by a distance of three miles. Each unloading buoy would be permanently secured to eight mooring lines consisting of wire rope, chain, and buoyancy elements. Each mooring buoy would be attached to anchor points on the seabed; the anchor points would most likely consist of driven piles. The buoys would be designed to moor a specialized type of LNG vessel known as a shuttle and regasification vessel (SRV) with capacities of either 145,000 or 217,000 cubic meters. SRVs are equipped to vaporize cryogenic LNG cargo to natural gas through onboard closed loop vaporization systems. SRVs are also equipped to odorize and meter gas for send-out by means of the unloading buoy to conventional subsea pipelines. The SRVs would moor to the unloading buoys which connect through the hull of the vessels to specially designed turrets that would enable the vessel to rotate in response to prevailing wind, wave, and current directions. When the vessels were not present, the buoys would be submerged on a special landing pad on the seabed, 60 to 70 feet below the sea surface. Each unloading buoy would connect through a 16-inch-diameter flexible riser and 36-inch-diameter flowline to a Y intersection and thence a 36-inch-diameter pipeline extending 42 miles to Port Manatee in Manatee County, Florida. The pipeline would connect with the Gulfstream Natural Gas System and the Tampa Electric Company (TECO) pipeline system. The 36-inch pipeline would make landfall on Port Manatee property, whence it would extend in a generally easterly direction to the first interconnection point with the Gulfstream System interconnection station site, which would occupy two acres. Up to 80 percent of the daily flow of gas (800 million cubic feet) would be delivered to the Gulfstream System. The remainder of the natural gas from the Port Dolphin would be transported by 14-inch pipeline to the TECO interconnection station, located 5.8 miles east of the Gulfstream interconnection station. Only SRVs would call on Port Dolphin. Offloading of an SRV would require four to eight days. Initially, the port would be capable of a natural gas throughput of 400 million cubic feet per day, and would eventually be capable of an average daily output of 800 million cubic feet with peak capacity of 1,200 million cubic feet. In addition to the proposed action, this final EIS considers two alternative deepwater port locations, both of which are off the coast of Florida; pipeline route alternatives; various alternative LNG transshipment technologies; and a No Action Alternative. POSITIVE IMPACTS: The port would help provide a reliable and timely supply of natural gas and to increase energy source diversity in the United States. The port would not interfere with international navigation or other reasonable uses of the high seas. NEGATIVE IMPACTS: Buoy anchoring and related seabed work and pipeline construction would result in disturbance of the benthic environment and creation of turbidity in the water column in the immediate areas. Operational activities would result in similar disturbances in the immediate area of the port as well as releases of high-saline water into the area. Use of seawater in the vaporization of LNG would involve returning the seawater, after treatment with various biocides, back into the ambient ocean. Several million gallons of seawater per day would pass through the vaporization system. Operation of the vaporization system would destroy entrained ichthyoplankton, fish eggs and larvae, and fish in the early stages of life. The port would mar visual aesthetics for commercial and recreational vessel users. Pipeline construction would disturb benthic habitat and destroy sessile benthos and the pipeline rights-of-way would traverse vegetated wildlife habitat, including coastal wetlands and inland wetlands. LEGAL MANDATES: Deepwater Port Act of 1974(22 U.S.C 1501-1524), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 090228, Volume I, Impact Analysis--358 pages, Volume II, Appendices--421 pages, Volume III, Appendices and maps--319 pages, July 2, 2009 PY - 2009 VL - 1 KW - Energy KW - Coastal Zones KW - Fish KW - Harbor Structures KW - Harbors KW - Natural Gas KW - Pipelines KW - Safety Analyses KW - Ships KW - Terminal Facilities KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Gulf of Mexico KW - Deepwater Port Act of 1974, License Application KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826259?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+DOLPHIN+LLC+DEEPWATER+PORT+LICENSE+APPLICATION%2C+OUTER+CONTINENTAL+SHELF+OFF+THE+WESTERN+COAST+OF+FLORIDA+IN+GULF+OF+MEXICO.&rft.title=PORT+DOLPHIN+LLC+DEEPWATER+PORT+LICENSE+APPLICATION%2C+OUTER+CONTINENTAL+SHELF+OFF+THE+WESTERN+COAST+OF+FLORIDA+IN+GULF+OF+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard and Maritime Administration, Washington, District of Columbia; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT DOLPHIN LLC DEEPWATER PORT LICENSE APPLICATION, OUTER CONTINENTAL SHELF OFF THE WESTERN COAST OF FLORIDA IN GULF OF MEXICO. [Part 2 of 6] T2 - PORT DOLPHIN LLC DEEPWATER PORT LICENSE APPLICATION, OUTER CONTINENTAL SHELF OFF THE WESTERN COAST OF FLORIDA IN GULF OF MEXICO. AN - 756826228; 13932-090228_0002 AB - PURPOSE: The construction and operation of a deepwater liquefied natural gas (LNG) port in the federal waters of the outer continental shelf (OCS) are proposed by Port Dolphin Energy LLC. The facility, to be known as Port Dolphin, would be located 28 miles off the west coast of Florida to the southwest of Tampa Bay and extend to 100 feet beneath the surface of the water. The proposed location comprises areas designated by the Minerals Management Service as St. Petersburg (PB) lease blocks: PB545, PB546, PB547, PB548, PB504, PB506, PB507, PB463, and PB589. The port would consist of a permanently moored unloading buoy system with two submersible buoys separated by a distance of three miles. Each unloading buoy would be permanently secured to eight mooring lines consisting of wire rope, chain, and buoyancy elements. Each mooring buoy would be attached to anchor points on the seabed; the anchor points would most likely consist of driven piles. The buoys would be designed to moor a specialized type of LNG vessel known as a shuttle and regasification vessel (SRV) with capacities of either 145,000 or 217,000 cubic meters. SRVs are equipped to vaporize cryogenic LNG cargo to natural gas through onboard closed loop vaporization systems. SRVs are also equipped to odorize and meter gas for send-out by means of the unloading buoy to conventional subsea pipelines. The SRVs would moor to the unloading buoys which connect through the hull of the vessels to specially designed turrets that would enable the vessel to rotate in response to prevailing wind, wave, and current directions. When the vessels were not present, the buoys would be submerged on a special landing pad on the seabed, 60 to 70 feet below the sea surface. Each unloading buoy would connect through a 16-inch-diameter flexible riser and 36-inch-diameter flowline to a Y intersection and thence a 36-inch-diameter pipeline extending 42 miles to Port Manatee in Manatee County, Florida. The pipeline would connect with the Gulfstream Natural Gas System and the Tampa Electric Company (TECO) pipeline system. The 36-inch pipeline would make landfall on Port Manatee property, whence it would extend in a generally easterly direction to the first interconnection point with the Gulfstream System interconnection station site, which would occupy two acres. Up to 80 percent of the daily flow of gas (800 million cubic feet) would be delivered to the Gulfstream System. The remainder of the natural gas from the Port Dolphin would be transported by 14-inch pipeline to the TECO interconnection station, located 5.8 miles east of the Gulfstream interconnection station. Only SRVs would call on Port Dolphin. Offloading of an SRV would require four to eight days. Initially, the port would be capable of a natural gas throughput of 400 million cubic feet per day, and would eventually be capable of an average daily output of 800 million cubic feet with peak capacity of 1,200 million cubic feet. In addition to the proposed action, this final EIS considers two alternative deepwater port locations, both of which are off the coast of Florida; pipeline route alternatives; various alternative LNG transshipment technologies; and a No Action Alternative. POSITIVE IMPACTS: The port would help provide a reliable and timely supply of natural gas and to increase energy source diversity in the United States. The port would not interfere with international navigation or other reasonable uses of the high seas. NEGATIVE IMPACTS: Buoy anchoring and related seabed work and pipeline construction would result in disturbance of the benthic environment and creation of turbidity in the water column in the immediate areas. Operational activities would result in similar disturbances in the immediate area of the port as well as releases of high-saline water into the area. Use of seawater in the vaporization of LNG would involve returning the seawater, after treatment with various biocides, back into the ambient ocean. Several million gallons of seawater per day would pass through the vaporization system. Operation of the vaporization system would destroy entrained ichthyoplankton, fish eggs and larvae, and fish in the early stages of life. The port would mar visual aesthetics for commercial and recreational vessel users. Pipeline construction would disturb benthic habitat and destroy sessile benthos and the pipeline rights-of-way would traverse vegetated wildlife habitat, including coastal wetlands and inland wetlands. LEGAL MANDATES: Deepwater Port Act of 1974(22 U.S.C 1501-1524), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 090228, Volume I, Impact Analysis--358 pages, Volume II, Appendices--421 pages, Volume III, Appendices and maps--319 pages, July 2, 2009 PY - 2009 VL - 2 KW - Energy KW - Coastal Zones KW - Fish KW - Harbor Structures KW - Harbors KW - Natural Gas KW - Pipelines KW - Safety Analyses KW - Ships KW - Terminal Facilities KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Gulf of Mexico KW - Deepwater Port Act of 1974, License Application KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826228?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+DOLPHIN+LLC+DEEPWATER+PORT+LICENSE+APPLICATION%2C+OUTER+CONTINENTAL+SHELF+OFF+THE+WESTERN+COAST+OF+FLORIDA+IN+GULF+OF+MEXICO.&rft.title=PORT+DOLPHIN+LLC+DEEPWATER+PORT+LICENSE+APPLICATION%2C+OUTER+CONTINENTAL+SHELF+OFF+THE+WESTERN+COAST+OF+FLORIDA+IN+GULF+OF+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard and Maritime Administration, Washington, District of Columbia; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT DOLPHIN LLC DEEPWATER PORT LICENSE APPLICATION, OUTER CONTINENTAL SHELF OFF THE WESTERN COAST OF FLORIDA IN GULF OF MEXICO. AN - 36344592; 13932 AB - PURPOSE: The construction and operation of a deepwater liquefied natural gas (LNG) port in the federal waters of the outer continental shelf (OCS) are proposed by Port Dolphin Energy LLC. The facility, to be known as Port Dolphin, would be located 28 miles off the west coast of Florida to the southwest of Tampa Bay and extend to 100 feet beneath the surface of the water. The proposed location comprises areas designated by the Minerals Management Service as St. Petersburg (PB) lease blocks: PB545, PB546, PB547, PB548, PB504, PB506, PB507, PB463, and PB589. The port would consist of a permanently moored unloading buoy system with two submersible buoys separated by a distance of three miles. Each unloading buoy would be permanently secured to eight mooring lines consisting of wire rope, chain, and buoyancy elements. Each mooring buoy would be attached to anchor points on the seabed; the anchor points would most likely consist of driven piles. The buoys would be designed to moor a specialized type of LNG vessel known as a shuttle and regasification vessel (SRV) with capacities of either 145,000 or 217,000 cubic meters. SRVs are equipped to vaporize cryogenic LNG cargo to natural gas through onboard closed loop vaporization systems. SRVs are also equipped to odorize and meter gas for send-out by means of the unloading buoy to conventional subsea pipelines. The SRVs would moor to the unloading buoys which connect through the hull of the vessels to specially designed turrets that would enable the vessel to rotate in response to prevailing wind, wave, and current directions. When the vessels were not present, the buoys would be submerged on a special landing pad on the seabed, 60 to 70 feet below the sea surface. Each unloading buoy would connect through a 16-inch-diameter flexible riser and 36-inch-diameter flowline to a Y intersection and thence a 36-inch-diameter pipeline extending 42 miles to Port Manatee in Manatee County, Florida. The pipeline would connect with the Gulfstream Natural Gas System and the Tampa Electric Company (TECO) pipeline system. The 36-inch pipeline would make landfall on Port Manatee property, whence it would extend in a generally easterly direction to the first interconnection point with the Gulfstream System interconnection station site, which would occupy two acres. Up to 80 percent of the daily flow of gas (800 million cubic feet) would be delivered to the Gulfstream System. The remainder of the natural gas from the Port Dolphin would be transported by 14-inch pipeline to the TECO interconnection station, located 5.8 miles east of the Gulfstream interconnection station. Only SRVs would call on Port Dolphin. Offloading of an SRV would require four to eight days. Initially, the port would be capable of a natural gas throughput of 400 million cubic feet per day, and would eventually be capable of an average daily output of 800 million cubic feet with peak capacity of 1,200 million cubic feet. In addition to the proposed action, this final EIS considers two alternative deepwater port locations, both of which are off the coast of Florida; pipeline route alternatives; various alternative LNG transshipment technologies; and a No Action Alternative. POSITIVE IMPACTS: The port would help provide a reliable and timely supply of natural gas and to increase energy source diversity in the United States. The port would not interfere with international navigation or other reasonable uses of the high seas. NEGATIVE IMPACTS: Buoy anchoring and related seabed work and pipeline construction would result in disturbance of the benthic environment and creation of turbidity in the water column in the immediate areas. Operational activities would result in similar disturbances in the immediate area of the port as well as releases of high-saline water into the area. Use of seawater in the vaporization of LNG would involve returning the seawater, after treatment with various biocides, back into the ambient ocean. Several million gallons of seawater per day would pass through the vaporization system. Operation of the vaporization system would destroy entrained ichthyoplankton, fish eggs and larvae, and fish in the early stages of life. The port would mar visual aesthetics for commercial and recreational vessel users. Pipeline construction would disturb benthic habitat and destroy sessile benthos and the pipeline rights-of-way would traverse vegetated wildlife habitat, including coastal wetlands and inland wetlands. LEGAL MANDATES: Deepwater Port Act of 1974(22 U.S.C 1501-1524), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 090228, Volume I, Impact Analysis--358 pages, Volume II, Appendices--421 pages, Volume III, Appendices and maps--319 pages, July 2, 2009 PY - 2009 KW - Energy KW - Coastal Zones KW - Fish KW - Harbor Structures KW - Harbors KW - Natural Gas KW - Pipelines KW - Safety Analyses KW - Ships KW - Terminal Facilities KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Gulf of Mexico KW - Deepwater Port Act of 1974, License Application KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344592?accountid=14244 L2 - http://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=2009-07-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+DOLPHIN+LLC+DEEPWATER+PORT+LICENSE+APPLICATION%2C+OUTER+CONTINENTAL+SHELF+OFF+THE+WESTERN+COAST+OF+FLORIDA+IN+GULF+OF+MEXICO.&rft.title=PORT+DOLPHIN+LLC+DEEPWATER+PORT+LICENSE+APPLICATION%2C+OUTER+CONTINENTAL+SHELF+OFF+THE+WESTERN+COAST+OF+FLORIDA+IN+GULF+OF+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard and Maritime Administration, Washington, District of Columbia; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: July 2, 2009 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Contact interface in seismic analysis of circular tunnels AN - 881449528; 2011-062363 JF - Tunnelling and Underground Space Technology AU - Sedarat, Hassan AU - Kozak, Alexander AU - Hashash, Youssef M A AU - Shamsabadi, Anoosh AU - Krimotat, Alex Y1 - 2009/07// PY - 2009 DA - July 2009 SP - 482 EP - 490 PB - Elsevier, Oxford-New York VL - 24 IS - 4 SN - 0886-7798, 0886-7798 KW - soil mechanics KW - Kobe Japan KW - body waves KW - Far East KW - numerical models KW - Izmit earthquake 1999 KW - Turkey KW - elastic waves KW - deformation KW - structures KW - finite element analysis KW - soil-structure interface KW - Hyogo-ken Nanbu earthquake 1995 KW - tunnels KW - seismic waves KW - Honshu KW - Asia KW - Hyogo Japan KW - earthquakes KW - S-waves KW - Middle East KW - Japan KW - 30:Engineering geology KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/881449528?accountid=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=Contact+interface+in+seismic+analysis+of+circular+tunnels&rft.au=Sedarat%2C+Hassan%3BKozak%2C+Alexander%3BHashash%2C+Youssef+M+A%3BShamsabadi%2C+Anoosh%3BKrimotat%2C+Alex&rft.aulast=Sedarat&rft.aufirst=Hassan&rft.date=2009-07-01&rft.volume=24&rft.issue=4&rft.spage=482&rft.isbn=&rft.btitle=&rft.title=Tunnelling+and+Underground+Space+Technology&rft.issn=08867798&rft_id=info:doi/10.1016%2Fj.tust.2008.11.002 L2 - http://www.sciencedirect.com/science/journal/08867798 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2011-01-01 N1 - Number of references - 10 N1 - Document feature - illus. incl. 6 tables N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - Asia; body waves; deformation; earthquakes; elastic waves; Far East; finite element analysis; Honshu; Hyogo Japan; Hyogo-ken Nanbu earthquake 1995; Izmit earthquake 1999; Japan; Kobe Japan; Middle East; numerical models; S-waves; seismic waves; soil mechanics; soil-structure interface; structures; tunnels; Turkey DO - http://dx.doi.org/10.1016/j.tust.2008.11.002 ER - TY - RPRT T1 - SIXTH STREET VIADUCT SEISMIC IMPROVEMENT PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 2 of 2] T2 - SIXTH STREET VIADUCT SEISMIC IMPROVEMENT PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 756826470; 13930-090226_0002 AB - PURPOSE: Seismic improvement of the 6th Street Viaduct over the Los Angeles River (Bridge No. 53C-1880) and the 6th Street Overcrossing, which spans the US 101 Hollywood Freeway (Bridge No. 53-0595), are proposed. These two bridges comprise a single structure located in a highly urbanized area just east of downtown Los Angeles and connects on the east side of the river with the Boyle Heights community. The 66-foot-wide viaduct is 3,500 feet long, with a four-lane roadway, no shoulders, and variable-width sidewalks on both sides. It was constructed in 1932 and concrete elements of the viaduct have cracked and deteriorated as a result of an internal chemical reaction called Alkalai Silica Reaction (ASR). Extensive material testing indicates that the probability of the viaduct failing under major seismic events exceeds 70 percent in 50 years. Key issues identified during scoping include those related to the historic nature of the 6th Street Viaduct, opportunities for redevelopment of the surrounding area, and selection of a replacement bridge type for the main span over the Los Angeles River. Three alternatives, including a No Action alternative are analyzed in this draft EIS. Three alternatives, including a No Action alternative, are analyzed in this draft EIS. Under Alternative 2, the viaduct's columns would be seismically retrofitted by encasing them with heavy steel, and infill walls would be constructed between selected columns. New foundations, grade beams, retrofitting of bent caps, and closure of some expansion joints in the superstructure would be constructed. Alternative 3 would replace the existing structure and construct a new viaduct along one of three alignments under consideration. The main-span bridge type would be selected from one of five alternatives under study, including: 1) replication; 2) cast-in-place box girder with steel tied arch pedestrian ways; 3) steel half-through arch with cast-in-place box girder approaches; 4) extradosed (cable-supported) concrete box girder with dual pylons; and 5) extradosed concrete box girder with single pylon. The new 70-foot-wide roadway would consist of two 11-foot-wide lanes with an eight-foot-wide shoulder in each direction, a 10-foot-wide median, and 10-foot-wide sidewalks. Cost estimates for Alternatives 2 and 3 are $226 million and $304 to $402 million, respectively. POSITIVE IMPACTS: The proposed project would preserve 6th Street as a viable east-west link between Boyle Heights and downtown Los Angeles and would reduce the vulnerability of the viaduct in major earthquake events. Alternative 2 would provide a seismically safe bridge with a 30-year design life, while the new bridge proposed under Alternative 3 would have a 75-year design life. Under Alternative 3, design deficiencies of the viaduct would be rectified. NEGATIVE IMPACTS: Under Alternative 2, a city-owned maintenance facility and one privately-owned business would need to be relocated while several industrial buildings would need to be acquired for right-of-way under Alternative 3. Buildings proposed for demolition could contain asbestos which could cause health effects to workers. Construction of a replacement bridge would require full closure of the 6th Street Viaduct for up to four years resulting in traffic detours. Both build alternatives would disrupt railroad operations during construction and relocation of some utility services would be required under Alternative 3. Construction would cause disproportionately high adverse effects on minority and low-income populations. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090226, 468 pages and maps, July 1, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Bridges KW - Demolition KW - Environmental Justice KW - Highway Structures KW - Municipal Services KW - Relocations-Property Acquisitions KW - Railroads KW - Roads KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Seismic Surveys KW - Seismology KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826470?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SIXTH+STREET+VIADUCT+SEISMIC+IMPROVEMENT+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=SIXTH+STREET+VIADUCT+SEISMIC+IMPROVEMENT+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Los Angeles, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: July 1, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SIXTH STREET VIADUCT SEISMIC IMPROVEMENT PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 1 of 2] T2 - SIXTH STREET VIADUCT SEISMIC IMPROVEMENT PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 756826225; 13930-090226_0001 AB - PURPOSE: Seismic improvement of the 6th Street Viaduct over the Los Angeles River (Bridge No. 53C-1880) and the 6th Street Overcrossing, which spans the US 101 Hollywood Freeway (Bridge No. 53-0595), are proposed. These two bridges comprise a single structure located in a highly urbanized area just east of downtown Los Angeles and connects on the east side of the river with the Boyle Heights community. The 66-foot-wide viaduct is 3,500 feet long, with a four-lane roadway, no shoulders, and variable-width sidewalks on both sides. It was constructed in 1932 and concrete elements of the viaduct have cracked and deteriorated as a result of an internal chemical reaction called Alkalai Silica Reaction (ASR). Extensive material testing indicates that the probability of the viaduct failing under major seismic events exceeds 70 percent in 50 years. Key issues identified during scoping include those related to the historic nature of the 6th Street Viaduct, opportunities for redevelopment of the surrounding area, and selection of a replacement bridge type for the main span over the Los Angeles River. Three alternatives, including a No Action alternative are analyzed in this draft EIS. Three alternatives, including a No Action alternative, are analyzed in this draft EIS. Under Alternative 2, the viaduct's columns would be seismically retrofitted by encasing them with heavy steel, and infill walls would be constructed between selected columns. New foundations, grade beams, retrofitting of bent caps, and closure of some expansion joints in the superstructure would be constructed. Alternative 3 would replace the existing structure and construct a new viaduct along one of three alignments under consideration. The main-span bridge type would be selected from one of five alternatives under study, including: 1) replication; 2) cast-in-place box girder with steel tied arch pedestrian ways; 3) steel half-through arch with cast-in-place box girder approaches; 4) extradosed (cable-supported) concrete box girder with dual pylons; and 5) extradosed concrete box girder with single pylon. The new 70-foot-wide roadway would consist of two 11-foot-wide lanes with an eight-foot-wide shoulder in each direction, a 10-foot-wide median, and 10-foot-wide sidewalks. Cost estimates for Alternatives 2 and 3 are $226 million and $304 to $402 million, respectively. POSITIVE IMPACTS: The proposed project would preserve 6th Street as a viable east-west link between Boyle Heights and downtown Los Angeles and would reduce the vulnerability of the viaduct in major earthquake events. Alternative 2 would provide a seismically safe bridge with a 30-year design life, while the new bridge proposed under Alternative 3 would have a 75-year design life. Under Alternative 3, design deficiencies of the viaduct would be rectified. NEGATIVE IMPACTS: Under Alternative 2, a city-owned maintenance facility and one privately-owned business would need to be relocated while several industrial buildings would need to be acquired for right-of-way under Alternative 3. Buildings proposed for demolition could contain asbestos which could cause health effects to workers. Construction of a replacement bridge would require full closure of the 6th Street Viaduct for up to four years resulting in traffic detours. Both build alternatives would disrupt railroad operations during construction and relocation of some utility services would be required under Alternative 3. Construction would cause disproportionately high adverse effects on minority and low-income populations. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090226, 468 pages and maps, July 1, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Bridges KW - Demolition KW - Environmental Justice KW - Highway Structures KW - Municipal Services KW - Relocations-Property Acquisitions KW - Railroads KW - Roads KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Seismic Surveys KW - Seismology KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826225?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SIXTH+STREET+VIADUCT+SEISMIC+IMPROVEMENT+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=SIXTH+STREET+VIADUCT+SEISMIC+IMPROVEMENT+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Los Angeles, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: July 1, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SIXTH STREET VIADUCT SEISMIC IMPROVEMENT PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 36350852; 13930 AB - PURPOSE: Seismic improvement of the 6th Street Viaduct over the Los Angeles River (Bridge No. 53C-1880) and the 6th Street Overcrossing, which spans the US 101 Hollywood Freeway (Bridge No. 53-0595), are proposed. These two bridges comprise a single structure located in a highly urbanized area just east of downtown Los Angeles and connects on the east side of the river with the Boyle Heights community. The 66-foot-wide viaduct is 3,500 feet long, with a four-lane roadway, no shoulders, and variable-width sidewalks on both sides. It was constructed in 1932 and concrete elements of the viaduct have cracked and deteriorated as a result of an internal chemical reaction called Alkalai Silica Reaction (ASR). Extensive material testing indicates that the probability of the viaduct failing under major seismic events exceeds 70 percent in 50 years. Key issues identified during scoping include those related to the historic nature of the 6th Street Viaduct, opportunities for redevelopment of the surrounding area, and selection of a replacement bridge type for the main span over the Los Angeles River. Three alternatives, including a No Action alternative are analyzed in this draft EIS. Three alternatives, including a No Action alternative, are analyzed in this draft EIS. Under Alternative 2, the viaduct's columns would be seismically retrofitted by encasing them with heavy steel, and infill walls would be constructed between selected columns. New foundations, grade beams, retrofitting of bent caps, and closure of some expansion joints in the superstructure would be constructed. Alternative 3 would replace the existing structure and construct a new viaduct along one of three alignments under consideration. The main-span bridge type would be selected from one of five alternatives under study, including: 1) replication; 2) cast-in-place box girder with steel tied arch pedestrian ways; 3) steel half-through arch with cast-in-place box girder approaches; 4) extradosed (cable-supported) concrete box girder with dual pylons; and 5) extradosed concrete box girder with single pylon. The new 70-foot-wide roadway would consist of two 11-foot-wide lanes with an eight-foot-wide shoulder in each direction, a 10-foot-wide median, and 10-foot-wide sidewalks. Cost estimates for Alternatives 2 and 3 are $226 million and $304 to $402 million, respectively. POSITIVE IMPACTS: The proposed project would preserve 6th Street as a viable east-west link between Boyle Heights and downtown Los Angeles and would reduce the vulnerability of the viaduct in major earthquake events. Alternative 2 would provide a seismically safe bridge with a 30-year design life, while the new bridge proposed under Alternative 3 would have a 75-year design life. Under Alternative 3, design deficiencies of the viaduct would be rectified. NEGATIVE IMPACTS: Under Alternative 2, a city-owned maintenance facility and one privately-owned business would need to be relocated while several industrial buildings would need to be acquired for right-of-way under Alternative 3. Buildings proposed for demolition could contain asbestos which could cause health effects to workers. Construction of a replacement bridge would require full closure of the 6th Street Viaduct for up to four years resulting in traffic detours. Both build alternatives would disrupt railroad operations during construction and relocation of some utility services would be required under Alternative 3. Construction would cause disproportionately high adverse effects on minority and low-income populations. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090226, 468 pages and maps, July 1, 2009 PY - 2009 KW - Roads and Railroads KW - Bridges KW - Demolition KW - Environmental Justice KW - Highway Structures KW - Municipal Services KW - Relocations-Property Acquisitions KW - Railroads KW - Roads KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Seismic Surveys KW - Seismology KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350852?accountid=14244 L2 - http://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=2009-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SIXTH+STREET+VIADUCT+SEISMIC+IMPROVEMENT+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=SIXTH+STREET+VIADUCT+SEISMIC+IMPROVEMENT+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Los Angeles, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: July 1, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JANESVILLE TO WATERTOWN, STH 26, ROCK, JEFFERSON, AND DODGE COUNTIES, WISCONSIN. AN - 16343621; 11599 AB - PURPOSE: The improvement of 48 miles of State Trunk Highway (STH) 26 from the Interstate 90 (I-90) on the north side of Janesville to STH 60 East north of Watertown in Rock, Jefferson, and Dodge counties, Wisconsin is proposed. A primary arterial, STH 26 accommodates the commodity transport of goods and services as a federal and/or state truck route and provides communities along the corridor with access to local and regional services. Traffic volumes along the study corridor are high and capacity and level of service will decrease in the future. Accident rates along a number of segments are higher than average for this class of road. The project, which lies in south-central Wisconsin, would begin on the north side of Janesville at Interstate 90 (I-90) and extend north to a point approximately nine miles north of Watertown at STH 60-East. Within the project limits, STH 26 passes through Milton, Jefferson, Johnson Creek, and Watertown and bypasses Fort Atkinson. In rural areas, STH 26 passes through Harmony, Milton, Cushioning, Jefferson, Aztalan, Farmington, Emmet, and Clyman. A No Build Alternative and eight detailed study improvement alternatives are considered in this final EIS; a preferred alternative is identified. Each of the action alternatives would upgrade the existing two-lane facility to a four-lane divided rural highway. The general concept would involve utilizing the existing highway corridor to the extent practical, with bypasses of communities where necessary to maintain a constant highway speed and to avoid excessive relations and impacts to historic sites. Freeway access control standards would be implemented along the bypass portions of the route. Expressway standards, permitting at-grade intersections and private entrances at controlled spacing, would be applied along rural segments located along the existing alignment. Construction would commence no sooner than 2008, though rights-of-way acquisition would begin earlier. Sections of STH 26 would likely be staged for improvement over a period of time as funds become available. Depending on the series of alternatives selected, estimated cost of the project ranges from $148 million to $188 million. POSITIVE IMPACTS: The project would provide a facility consistent with state planning efforts and the intended high function as a primary arterial, provide additional capacity and an adequate level of service for current and projected traffic volumes, reduce congestion and travel time along STH 26, and improve the safety of the highway by reducing traffic conflicts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 1,321 to 1,658 acres, including 43 to 85 acres of wetlands, 11 to 30 acres of upland forest, 1,096 to 1,521 acres of farmland, as well as 35 to 84 residential units and nine to 14 commercial units. The project would traverse up to four streams. As many as three historic and 19 archaeological sites could be affected. Traffic-generated noise levels would exceed federal standards at 55 to 97 receptors, but even the highest figure would represent a significantly improvement over the No Action Alternative. Construction activities could encounter three hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0434D, Volume 24, Number 4. JF - EPA number: 050275, 387 pages and maps, June 29, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-WI-EIS-00-01-F KW - Archaeological Sites KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Wetlands KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16343621?accountid=14244 L2 - http://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=2009-06-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JANESVILLE+TO+WATERTOWN%2C+STH+26%2C+ROCK%2C+JEFFERSON%2C+AND+DODGE+COUNTIES%2C+WISCONSIN.&rft.title=JANESVILLE+TO+WATERTOWN%2C+STH+26%2C+ROCK%2C+JEFFERSON%2C+AND+DODGE+COUNTIES%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: June 29, 2009 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - CENTRAL CORRIDOR PROJECT, BETWEEN DOWNTOWN MINNEAPOLIS AND DOWNTOWN ST. PAUL, MINNESOTA. AN - 36344627; 13916 AB - PURPOSE: The construction of a light rail transit (LRT) facility or a busway/bus rapid transit (BRT) facility within the Central Corridor, extending 11 miles between the downtown areas of St. Paul and Minneapolis, Minnesota is proposed. The Central Corridor serves the heart of the Twin Cities Metropolitan Area and connects some of the largest traffic generators in the cities. Since 1981, the Central Corridor has been a priority focus for bus transit services and capital transportation investment. Four alternatives, including a No Action Alternative, were considered in the draft EIS of April 2006. The Baseline Alternative would provide for already planned improvements, including the creation of a new route, extension of other routes, and frequency improvements on many routes. One action alternative would provide an LRT facility along University Avenue, while the other would provide a Busway/BRT facility along the same corridor. The LRT Alternative, which is the locally preferred alternative (LPA), would run from downtown Minneapolis, through the University of Minnesota, thence on University Avenue to downtown St. Paul. The LPA for the Central Corridor would be 11 miles in length of which 9.8 miles would be new alignment and 1.2 miles would consist of existing Hiawatha LRT alignment in downtown Minneapolis. The LPA would have 16 new stations and would have five shared stations with the Hiawatha LRT line for a total of 21 stations. The supplemental draft EIS of June 2008 outlined modifications to the LPA: 1) an engineering modification to optimize the connection for the Central Corridor LRT to the existing Hiawatha LRT in downtown Minneapolis; 2) an at-grade LRT alignment on Washington Avenue running from the Washington Avenue Bridge to Oak Street; 3) three future infill stations at Hamline, Victoria Street, and Western Avenue; 4) engineering modifications to the alignment along University Street adjacent to the Capitol Area; 5) two alignment alternatives that would extend the alignment previously proposed beyond the St. Paul Union Depot Headhouse; 6) an outline of the characteristics of three-car train operation; 7) the number and general location of traction power substations (TPSS) required; 8) the location of the vehicle maintenance and storage facility in downtown St. Paul; and 9) modifications to the Washington Avenue Bridge to accommodate operation of the LRT on the existing structure. Further refinements proposed in this final EIS would: 1) reduce the number of TPSS to 13; 2) relocate the operations and maintenance facility to an alternative site in downtown St. Paul minimizing impacts to historic resources; 3) shift the alignment and the West Bank Station location further west; 4) improve the design of the Washington Avenue Transit/Pedestrian Mall; and 5) correct design code conditions for the Washington Avenue Bridge rehabilitation. The estimated total cost for the Central Corridor LRT project is $914.9 million in year of expenditure dollars and start of operations is projected to be early 2014. Projected annual operating costs are $21 million in 2014 dollars. POSITIVE IMPACTS: By connecting the downtown areas and providing access from all major points in between, the LRT facility would promote economic opportunity and investment in the metropolitan area, enhance community cohesion and connectivity and the residential and commercial environments, and improve transportation and mobility regionally. The emission of transportation-related air pollutants within the study area would decline somewhat under either action alternative. NEGATIVE IMPACTS: Implementing the LPA would result in some loss of vegetation and the associated wildlife habitat, Construction activities would result in degradation of groundwater resources in the short-term due to dewatering. Noise generated during systems operation would exceed federal standards in the vicinity of 12 sensitive receptor sites. Construction workers would encounter 10 hazardous waste sites. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). JF - EPA number: 090212, Final EIS--763 pages, Executive Summary--28 pages, Appendices--Volumes 2 through 6, June 19, 2009 PY - 2009 KW - Roads and Railroads KW - Air Quality KW - Bridges KW - Cost Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Historic Sites KW - Motor Vehicles KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Water Quality KW - Wildlife Habitat KW - Minnesota KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344627?accountid=14244 L2 - http://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=2009-06-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+CORRIDOR+PROJECT%2C+BETWEEN+DOWNTOWN+MINNEAPOLIS+AND+DOWNTOWN+ST.+PAUL%2C+MINNESOTA.&rft.title=CENTRAL+CORRIDOR+PROJECT%2C+BETWEEN+DOWNTOWN+MINNEAPOLIS+AND+DOWNTOWN+ST.+PAUL%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, St. Paul, Minnesota; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 5 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873126586; 13911-7_0005 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126586?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 4 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873126579; 13911-7_0004 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126579?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 3 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873126574; 13911-7_0003 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126574?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aeric&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=American+Journal+of+Play&rft.atitle=Play+Therapy%3A+Practice%2C+Issues%2C+and+Trends&rft.au=Homeyer%2C+Linda+E.%3BMorrison%2C+Mary+O.&rft.aulast=Homeyer&rft.aufirst=Linda&rft.date=2008-01-01&rft.volume=1&rft.issue=2&rft.spage=210&rft.isbn=&rft.btitle=&rft.title=American+Journal+of+Play&rft.issn=19380399&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 2 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873126572; 13911-7_0002 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126572?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 1 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873126568; 13911-7_0001 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126568?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 11 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873126435; 13911-7_0011 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126435?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 10 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873126430; 13911-7_0010 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126430?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 9 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873126424; 13911-7_0009 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126424?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 8 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873126420; 13911-7_0008 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126420?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 7 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873126411; 13911-7_0007 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126411?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 6 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873126406; 13911-7_0006 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126406?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 13 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873126379; 13911-7_0013 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126379?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 12 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873126373; 13911-7_0012 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126373?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 18 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873125639; 13911-7_0018 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125639?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 17 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873125636; 13911-7_0017 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125636?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 16 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873125633; 13911-7_0016 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125633?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 15 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873125631; 13911-7_0015 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125631?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. [Part 14 of 18] T2 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 873125625; 13911-7_0014 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125625?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WRIGHT AREA COAL LEASE APPLICATIONS, CAMPBELL COUNTY, WYOMING. AN - 36350791; 13913 AB - PURPOSE: The issuance of six maintenance leases, via competitive sealed-bid sale by the Bureau of Land Management (BLM), for mining of federal coal reserves adjacent to the Black Thunder, Jacobs Ranch, and North Antelope Rochelle mines, Campbell County, Wyoming is proposed. All are operating surface coal mines in the southern Powder River Basin near the town of Wright. These maintenance coal tracts are referred to as the North Hilight Field Lease by Application (LBA), the South Hilight Field LBA, the West Hilight Field LBA, the West Jacobs Ranch LBA, the North Porcupine LBA, and the South Porcupine LBA. As applied for by Ark Land Company, Jacobs Ranch Coal Company, and BTU Western Resources, Inc., the Wright Area Coal LBA tracts include 18,022 acres containing 2.6 billion tons of federal coal. Concerns related to leasing coal and its subsequent development identified during analyses and scoping include: impacts to groundwater, air quality, wildlife, cultural resources, socioeconomics and transportation routes; coal loss during rail transport; conflicts with oil and gas development; cumulative impacts of ongoing surface mining; greenhouse gas emissions; ozone; and climate change. In addition to the proposed action, three alternatives, including a No Action Alternative (Alternative 1), are considered in this draft EIS. Under the No Action Alternative, the LBA tracts would not be leased, but existing leases at the adjacent mines would be developed according to existing approved mining plans. Under Alternative 2, which is the preferred alternative, each of the six LBA tracts would be reconfigured by BLM in order to provide more efficient recovery of the federal coal, increase competitive interest, and reduce the potential that some of the remaining unleased federal coal would be bypassed in the future. Only the West Hilight Field LBA tract would be reconfigured under Alternative 3. In the event a lease is issued for an LBA tract, stipulations would be attached stating that no mining activity can be conducted in portions of the lease within public road or railroad rights-of-way and adjacent buffer zones unless authorized local authorities determine that the roads could be abandoned or relocated. POSITIVE IMPACTS: Alternative 2 could add up to 7.8 years to the remaining life of the Black Thunder mine, up to 28.6 years to the remaining life of the Jacobs Ranch mine, and up to 8.2 years to the remaining life of the North Antelope Rochelle mine depending on potential road relocations and recovery of underlying coal. Up to 155 new employees could be added at the Jacobs Ranch mine. NEGATIVE IMPACTS: Mining would disturb the coal aquifer and the aquifers in the overburden above the coal within the Wright area LBA tracts. Access to 12,481 acres of federal grazing leases on Thunder Basin National Grassland surface would be suspended during mining and reclamation operations on five LBA tracts. Public exposure to emissions from surface mining operations could occur along roads and highways that pass through the areas of operations. LEGAL MANDATES: Federal Coal Leasing Act Amendments of 1976, Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.), Mineral Leasing Act of 1920 (P.L. 94-377), Multiple Use Sustained Yield Act of 1960 (16 U.S.C. 528 et seq.), and Surface Mining Control and Reclamation Act of 1977 (30 U.S.C. 1201 et seq.). JF - EPA number: 090209, Draft EIS Volume 1---383 pages, Volume 2 and Appendices---420 pages, June 18, 2009 PY - 2009 KW - Energy KW - Agency number: DES 09-30 KW - Air Quality KW - Biologic Assessments KW - Coal KW - Emissions KW - Employment KW - Grazing KW - Mineral Resources KW - Mineral Resources Management KW - Mining KW - Railroads KW - Reclamation (Mining) KW - Roads KW - Water Quality KW - Wildlife Habitat KW - Thunder Basin National Grassland KW - Wyoming KW - Federal Coal Leasing Act Amendments of 1976, Compliance KW - Federal Land Policy and Management Act of 1976, Compliance KW - Mineral Leasing Act of 1920, Compliance KW - Multiple Use Sustained Yield Act of 1960, Compliance KW - Surface Mining Control and Reclamation Act of 1977, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350791?accountid=14244 L2 - http://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=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WRIGHT+AREA+COAL+LEASE+APPLICATIONS%2C+CAMPBELL+COUNTY%2C+WYOMING.&rft.title=WRIGHT+AREA+COAL+LEASE+APPLICATIONS%2C+CAMPBELL+COUNTY%2C+WYOMING.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Land Management, Casper, Wyoming; DOI N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) FROM THE PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 36348881; 13912 AB - PURPOSE: Improvements to system linkage, facility continuity, and travel efficiency in the Illinois 336 project corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria in Peoria County, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties; principal communities in and near the study area are Macomb, Canton, and Peoria. Transportation control measures and transportation system management alternatives were considered for the project area, but neither approach would completely meet the need of system linkage and facility continuity. A No Build Alternative, which would incorporate all existing and planned roadway improvements, and a Build Alternative are considered in this draft EIS. The No Build Alternative would not require new right-of-way and would avoid impacts to the environment and to agricultural, residential, and commercial properties. The Build Alternative evolved from a structured alternatives development and evaluation process conducted between 2003 and 2007. The Build Alternative begins at the proposed Macomb bypass and would be built as an expressway, except at the east end of the project where approximately six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. POSITIVE IMPACTS: By providing a four-lane divided highway between US 67 at Macomb and I-474, the Build Alternative would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area. It would provide greater options for the project area's industrial employers, agricultural industries, and their suppliers. The Build Alternative would provide improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. increased travel efficiency in the corridor would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The Build Alternative would require new right-of-way of 2,651 acres and would affect 2,461 acres of farmland across 335 farm operations. In addition, construction would affect 157 acres of forest and 4.8 acres of wetland, and the highway would traverse 12 streams and 11 acres of floodplain. Displacements would include 23 residences, 4 commercial establishments, and 67 outbuildings. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090208, 388 pages and maps, June 18, 2009 PY - 2009 KW - Roads and Railroads KW - Airports KW - Creeks KW - Farmlands KW - Highways KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348881?accountid=14244 L2 - http://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=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+FROM+THE+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+FROM+THE+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 262 EIS: MONTEZUMA CREEK TO ANETH, SAN JUAN COUNTY, UTAH. AN - 36348811; 13911 AB - PURPOSE: Improvements to an 8.5-mile segment of State Route (SR) 162 from Montezuma Creek to Aneth in San Juan County, Utah are proposed. The project would also include improvements to the intersection of SR 162 with SR 262 and County Road (CR) 450 in the town of Montezuma Creek. Existing SR 162 suffers, inter alia, from substandard roadway design and congestion. Lengthy traffic queues often develop behind buses when they stop to load or unload passengers. Open grazing along the corridor also contributes to traffic congestion while drivers wait for livestock to cross the Road. The facility provides only limited shoulder width for emergency parking. Two pavement and three intersection alternatives are considered in this final EIS, with a No Action Alternative provided for comparison. With respect to the pavement, Alternative 1 would widen the Road from 26 to 44 feet along the existing alignment. The existing 12-foot lanes would be maintained and no additional rights-of-way would be required. Alternative 2, the preferred alternative, would also widen the roadway to 44 feet and provide for several minor (20 feet or less) adjustments to the horizontal alignment to minimize encroachment into environmentally sensitive areas; additional rights-of-way would be required. The preferred intersection alternative (Alternative B) would locate new intersection with SR 262 and CR 450 at the existing location of SR 162 and SR 262, retaining the existing western approach of SR 162 while realigning the eastern approach to allow for the free flow of traffic in both directions. Costs of the full pavement reconstruction and pavement rehabilitation alternatives are estimated for the year 2012 at $37.1 million and $32.6 million, respectively. POSITIVE IMPACTS: The project would improve safety for the traveling public along SR 162 along the affected segment as well as at the intersections of SR 162 with SR 262 and CR 450. The Road would meet current industry state-of-the-art standards. Potential conflicts between livestock and other animals and the driving public would be reduced significantly. NEGATIVE IMPACTS: Implementation of the preferred alternatives would result in the displacement of 16.8 acres of land outside the existing rights-of-way. The facility would pass within 484 feet of the town's elementary school. Three hazardous waste sites would be encountered by construction workers. The expanded pavement would encroach into 15.75 acres of salt cedar/riparian habitat, 31.33 acres of salt desert shrubland, 6.1 acres of sand hills, and seven areas of floodplain. In addition, the project would disturb three cultural resource sites of importance to the Navajo Nation and degrade the visual aesthetics of cliffs and hillsides along the route. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). JF - EPA number: 090207, Final EIS--212 pages and maps, Appendices--189 pages, CD-ROM, June 18, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-08-02-F KW - Biologic Surveys KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Grazing KW - Hazardous Wastes KW - Highways KW - Indian Reservations KW - Livestock KW - Noise Assessments KW - Safety KW - Schools KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Utah KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348811?accountid=14244 L2 - http://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=2009-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.title=SR+262+EIS%3A+MONTEZUMA+CREEK+TO+ANETH%2C+SAN+JUAN+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: June 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Air Traffic Controller Workload: Estimating Look-ahead Conflict Detection Counts T2 - 2009 CORS/ INFORMS International Meeting AN - 40262468; 5223862 JF - 2009 CORS/ INFORMS International Meeting AU - Coleman, Nastaran AU - Feldman, Ellis Y1 - 2009/06/14/ PY - 2009 DA - 2009 Jun 14 KW - Conflicts KW - Working conditions KW - Air traffic control KW - Traffic KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40262468?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+CORS%2F+INFORMS+International+Meeting&rft.atitle=Air+Traffic+Controller+Workload%3A+Estimating+Look-ahead+Conflict+Detection+Counts&rft.au=Coleman%2C+Nastaran%3BFeldman%2C+Ellis&rft.aulast=Coleman&rft.aufirst=Nastaran&rft.date=2009-06-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+CORS%2F+INFORMS+International+Meeting&rft.issn=&rft_id=info:doi/ L2 - http://meetings.informs.org/toronto09/program.html LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-09-28 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - IDAHO 16, I-84 TO IDAHO 44 ENVIRONMENTAL STUDY, ADA AND CANYON COUNTIES, IDAHO. [Part 1 of 1] T2 - IDAHO 16, I-84 TO IDAHO 44 ENVIRONMENTAL STUDY, ADA AND CANYON COUNTIES, IDAHO. AN - 873126560; 13903-2_0001 AB - PURPOSE: Construction of a new limited-access divided highway route, the Idaho 16 extension, connecting Interstate 84 (I 84) to Idaho 44 (State Street), Ada and Canyon counties, Idaho is proposed. Screening determined that the Idaho 16 extension, which includes a new roadway crossing of the Boise River, was the only one of five initial transportation concepts developed and evaluated that would meet the area's transportation needs. Route concepts were developed and evaluated around the limited-access divided highway concept and alternatives developed to evaluate design variations along the route concepts. Key issues identified during scoping include those related to costs, safety, noise, and impacts to the Boise River. Six Build Alternatives and a No Action Alternative are evaluated in this draft EIS. The preferred alternative (Alternative 2D) would begin at I 84 and traverse north through the project study area west of the existing McDermott Road. The extension would cross the Boise River, intersect Idaho 44, and terminate 0.81 miles north of Idaho 44 at existing Idaho 16 for an overall length of 7.45 miles. The proposed action would also include interchanges on Idaho 16 at Franklin Road, Ustick Road, and US 20/26 (Chinden Boulevard); and grade-separated crossings (overpasses) at the Union pacific Railroad, Cherry lane, and McMillan Road. The preferred alternative would provide two travel lanes and shoulders in both the northbound and southbound directions. A 300-foot-wide corridor would provide flexibility for future multimodal operations and travel lane capacity. The corridor would provide width to accommodate the roadway, storm drainage basins, roadside safety features, and utilities. The estimated cost of the preferred alternative is $490 million and phased construction would be required for completion. Phase 1 funding has been included in the Statewide Transportation Improvement Program and $94 million is anticipated to be funded through Grant Anticipation Revenue Vehicle bonds for preliminary and final design, right-of-way acquisition, and initial construction. POSITIVE IMPACTS: The proposed action would increase the transportation capacity of the Idaho state highway system within Ada and Canyon counties and reduce north-south travel times between I 84 and destinations north of the Boise River in the vicinity of the Idaho 16 and Idaho 44 intersection. Estimates indicate that travel times on select north-south parallel roadways would be reduced by half. NEGATIVE IMPACTS: Construction would entail displacement of 53 single-family residential properties affecting an estimated 159 residents. Five farms and three home-based commercial enterprises would also be displaced. Eighty-three full parcels and portions of 38 additional parcels would be required for the right-of-way resulting in an estimated $9.2 million in property removed from the region's revenue base. Seven properties eligible for listing on the National Register of Historic places would be adversely affected. Fifty-two residences would be adversely affected by noise from the proposed roadway. Embankments would result in floodplain encroachments at the Boise River, Five Mile Creek, and Ten Mile Creek. Impacts to wetlands would total 8 acres with the majority to marsh and forested wetlands within the Boise River floodplain. Approximately 33.4 acres of native habitat would be lost and an additional 2 acres of aquatic habitat through bridge construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090192, 329 pages and maps, CD-ROM, June 11, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-ID-EIS-09-01-D KW - Bridges KW - Creeks KW - Easements KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Boise River KW - Idaho KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126560?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-06-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IDAHO+16%2C+I-84+TO+IDAHO+44+ENVIRONMENTAL+STUDY%2C+ADA+AND+CANYON+COUNTIES%2C+IDAHO.&rft.title=IDAHO+16%2C+I-84+TO+IDAHO+44+ENVIRONMENTAL+STUDY%2C+ADA+AND+CANYON+COUNTIES%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: June 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IDAHO 16, I-84 TO IDAHO 44 ENVIRONMENTAL STUDY, ADA AND CANYON COUNTIES, IDAHO. AN - 36346462; 13903 AB - PURPOSE: Construction of a new limited-access divided highway route, the Idaho 16 extension, connecting Interstate 84 (I 84) to Idaho 44 (State Street), Ada and Canyon counties, Idaho is proposed. Screening determined that the Idaho 16 extension, which includes a new roadway crossing of the Boise River, was the only one of five initial transportation concepts developed and evaluated that would meet the area's transportation needs. Route concepts were developed and evaluated around the limited-access divided highway concept and alternatives developed to evaluate design variations along the route concepts. Key issues identified during scoping include those related to costs, safety, noise, and impacts to the Boise River. Six Build Alternatives and a No Action Alternative are evaluated in this draft EIS. The preferred alternative (Alternative 2D) would begin at I 84 and traverse north through the project study area west of the existing McDermott Road. The extension would cross the Boise River, intersect Idaho 44, and terminate 0.81 miles north of Idaho 44 at existing Idaho 16 for an overall length of 7.45 miles. The proposed action would also include interchanges on Idaho 16 at Franklin Road, Ustick Road, and US 20/26 (Chinden Boulevard); and grade-separated crossings (overpasses) at the Union pacific Railroad, Cherry lane, and McMillan Road. The preferred alternative would provide two travel lanes and shoulders in both the northbound and southbound directions. A 300-foot-wide corridor would provide flexibility for future multimodal operations and travel lane capacity. The corridor would provide width to accommodate the roadway, storm drainage basins, roadside safety features, and utilities. The estimated cost of the preferred alternative is $490 million and phased construction would be required for completion. Phase 1 funding has been included in the Statewide Transportation Improvement Program and $94 million is anticipated to be funded through Grant Anticipation Revenue Vehicle bonds for preliminary and final design, right-of-way acquisition, and initial construction. POSITIVE IMPACTS: The proposed action would increase the transportation capacity of the Idaho state highway system within Ada and Canyon counties and reduce north-south travel times between I 84 and destinations north of the Boise River in the vicinity of the Idaho 16 and Idaho 44 intersection. Estimates indicate that travel times on select north-south parallel roadways would be reduced by half. NEGATIVE IMPACTS: Construction would entail displacement of 53 single-family residential properties affecting an estimated 159 residents. Five farms and three home-based commercial enterprises would also be displaced. Eighty-three full parcels and portions of 38 additional parcels would be required for the right-of-way resulting in an estimated $9.2 million in property removed from the region's revenue base. Seven properties eligible for listing on the National Register of Historic places would be adversely affected. Fifty-two residences would be adversely affected by noise from the proposed roadway. Embankments would result in floodplain encroachments at the Boise River, Five Mile Creek, and Ten Mile Creek. Impacts to wetlands would total 8 acres with the majority to marsh and forested wetlands within the Boise River floodplain. Approximately 33.4 acres of native habitat would be lost and an additional 2 acres of aquatic habitat through bridge construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090192, 329 pages and maps, CD-ROM, June 11, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-ID-EIS-09-01-D KW - Bridges KW - Creeks KW - Easements KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Boise River KW - Idaho KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346462?accountid=14244 L2 - http://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=2009-06-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IDAHO+16%2C+I-84+TO+IDAHO+44+ENVIRONMENTAL+STUDY%2C+ADA+AND+CANYON+COUNTIES%2C+IDAHO.&rft.title=IDAHO+16%2C+I-84+TO+IDAHO+44+ENVIRONMENTAL+STUDY%2C+ADA+AND+CANYON+COUNTIES%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: June 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Large rock fall closes highway near Cedar City, Utah AN - 959110986; 2012-035517 JF - AEG News AU - Lund, William R AU - Kundsen, Tyler R AU - Brown, Keith E Y1 - 2009/06// PY - 2009 DA - June 2009 SP - 21 EP - 22 PB - Association of Engineering Geologists, Lawrence, KS VL - 52 IS - 2 SN - 0899-5788, 0899-5788 KW - United States KW - rockfalls KW - cliffs KW - geologic hazards KW - Cretaceous KW - Markagunt Plateau KW - Straight Cliffs Formation KW - Upper Cretaceous KW - Mesozoic KW - Tropic Shale KW - landslides KW - Iron County Utah KW - slope environment KW - marine environment KW - mass movements KW - natural hazards KW - Utah KW - slope stability KW - earthquakes KW - Cedar City Utah KW - 19:Seismology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/959110986?accountid=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=AEG+News&rft.atitle=Large+rock+fall+closes+highway+near+Cedar+City%2C+Utah&rft.au=Lund%2C+William+R%3BKundsen%2C+Tyler+R%3BBrown%2C+Keith+E&rft.aulast=Lund&rft.aufirst=William&rft.date=2009-06-01&rft.volume=52&rft.issue=2&rft.spage=21&rft.isbn=&rft.btitle=&rft.title=AEG+News&rft.issn=08995788&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2012-01-01 N1 - PubXState - KS N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - Cedar City Utah; cliffs; Cretaceous; earthquakes; geologic hazards; Iron County Utah; landslides; marine environment; Markagunt Plateau; mass movements; Mesozoic; natural hazards; rockfalls; slope environment; slope stability; Straight Cliffs Formation; Tropic Shale; United States; Upper Cretaceous; Utah ER - TY - JOUR T1 - Control Charts as a Tool for Data Quality Control AN - 61758313; 200937360 AB - Control-charting has been successfully applied to two National Highway Traffic Safety Administration data systems to help control and thus assure the quality of their data. This article describes the methods used, illustrates the approach through various examples, and discusses various technical issues in applying control charts to these traffic safety data. The article also explains the rationale of the methods in terms of the logic of statistical process control. Finally, an example of nonrandomly missing data is given. Adapted from the source document. JF - Journal of Official Statistics AU - Pierchala, Carl E AU - Surti, Jyoti AD - National Highway Traffic Safety Administration (retired), 2400 Sixteenth St, NW #537, Washington, DC 20009 cepierchala@yahoo.com Y1 - 2009/06// PY - 2009 DA - June 2009 SP - 167 EP - 191 PB - Statistics Sweden, Orebro, Sweden VL - 25 IS - 2 SN - 0282-423X, 0282-423X KW - Data quality assurance KW - data quality improvement KW - motor vehicle traffic safety data KW - statistical process control KW - hierarchical data KW - nonrandomly missing data KW - nonindependent observations KW - Data KW - Statistics KW - Research Methodology KW - Quality KW - Safety KW - article KW - 0104: methodology and research technology; research methods/tools UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/61758313?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Asocabs&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Official+Statistics&rft.atitle=Control+Charts+as+a+Tool+for+Data+Quality+Control&rft.au=Pierchala%2C+Carl+E%3BSurti%2C+Jyoti&rft.aulast=Pierchala&rft.aufirst=Carl&rft.date=2009-06-01&rft.volume=25&rft.issue=2&rft.spage=167&rft.isbn=&rft.btitle=&rft.title=Journal+of+Official+Statistics&rft.issn=0282423X&rft_id=info:doi/ LA - English DB - Sociological Abstracts N1 - Date revised - 2009-10-02 N1 - Number of references - 27 N1 - Last updated - 2016-09-28 N1 - SubjectsTermNotLitGenreText - Data; Quality; Safety; Statistics; Research Methodology ER - TY - JOUR T1 - Construction of U.S. 50A on saturated lake bed soils AN - 50247397; 2009-082352 JF - Geo-strata (Reston, VA) AU - Callaghan, Carol J Y1 - 2009/06// PY - 2009 DA - June 2009 SP - 38 EP - 38, 40, 42 PB - American Society of Civil Engineers, Geo-Institute, Reston, VA VL - 13 IS - 3 SN - 1529-2975, 1529-2975 KW - United States KW - Churchill County Nevada KW - soil mechanics KW - geotextiles KW - Lyon County Nevada KW - Fernley Nevada KW - Fallon Nevada KW - saturated zone KW - construction KW - roads KW - Nevada KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50247397?accountid=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=Geo-strata+%28Reston%2C+VA%29&rft.atitle=Construction+of+U.S.+50A+on+saturated+lake+bed+soils&rft.au=Callaghan%2C+Carol+J&rft.aulast=Callaghan&rft.aufirst=Carol&rft.date=2009-06-01&rft.volume=13&rft.issue=3&rft.spage=38&rft.isbn=&rft.btitle=&rft.title=Geo-strata+%28Reston%2C+VA%29&rft.issn=15292975&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2009-01-01 N1 - PubXState - VA N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - Churchill County Nevada; construction; design; Fallon Nevada; Fernley Nevada; geotextiles; Lyon County Nevada; Nevada; roads; saturated zone; soil mechanics; United States ER - TY - RPRT T1 - SR 502 CORRIDOR WIDENING, CLARK COUNTY, WASHINGTON (SR 502 / INTERSTATE 5 TO BATTLE GROUND - ADD LANES). AN - 36347152; 13887 AB - PURPOSE: Safety and capacity improvements to State Route (SR) 502 between Interstate 5 (I-5) and Battle Ground, north Clark County, Washington are proposed. SR 502 is one of two primary routes providing access to the City of Battle Ground and to the regional highway system (I-5) and the Portland-Vancouver metropolitan area. The segment proposed for improvement extends five miles between NE 15th Avenue and NE 102nd Avenue. The project corridor is a heavily traveled, two-lane roadway with narrow shoulders and segments have been designated as high accident corridors where collision rates have increased sharply in recent years. Between 1990 and 2007, Clark County's population grew 74 percent and traffic volumes are projected to nearly triple by the year 2033 compared to 2005 traffic volumes. The range of initial alternatives developed for improving safety and mobility on SR 502 included five on-corridor alternatives, two off-corridor alternatives, and two transportation system management options. During the development process, the best elements of the on-corridor alternatives and the transportation management alternatives were combined in a hybrid approach which was advanced as the only Build Alternative for further study. The Build Alternative, which is the preliminary preferred alternative, and a No Build Alternative are evaluated in this draft EIS. The Build Alternative would widen the roadway to provide two lanes in each direction with a median treatment to separate westbound and eastbound traffic. New signals and turn pockets would be added at the intersections at NE 29th Avenue, NE 50th Avenue, NE 92nd Avenue, and the existing signal at NE 72nd Avenue would be improved. Other intersections would be restricted to right-turns only, with u-turns allowed at the four signalized intersections. Paved shoulders would be constructed along both sides of SR 502 for the entire corridor, while bicycle lanes and sidewalks would be provided in the vicinity of Dollars Corner. POSITIVE IMPACTS: The Build Alternative would improve mobility and safety along the SR 502 corridor and improve regional connectivity between Battle Ground and Interstate 5. Travel speeds under the Build Alternative would maintain average speeds in excess of 28 miles per hour through 2033. NEGATIVE IMPACTS: Implementation of the Build Alternative would create 28 acres of new impervious surfaces and would convert 54 to 60 acres of grassland, scrub, forest and riparian land to roadway or related facilities. Two to three acres of potential fish habitat for endangered species would be disturbed and eight to 12 acres of wetlands would be filled. Corridor improvements would result in the conversion of approximately 100 acres of prime farmland, displacement of 16 to 22 businesses and 20 to 30 residences, adverse effects on three historically significant properties, and disturbance of four sites know to contain hazardous materials (primarily petroleum, solvents and metals). LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090176, Draft EIS--256 pages, Appendices--CD-ROM, May 28, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-09-01-D KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Noise Assessments KW - Property Disposition KW - Safety KW - Section 4(f) Statements KW - Threatened Species (Animals) KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Wetlands KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347152?accountid=14244 L2 - http://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=2009-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+502+CORRIDOR+WIDENING%2C+CLARK+COUNTY%2C+WASHINGTON+%28SR+502+%2F+INTERSTATE+5+TO+BATTLE+GROUND+-+ADD+LANES%29.&rft.title=SR+502+CORRIDOR+WIDENING%2C+CLARK+COUNTY%2C+WASHINGTON+%28SR+502+%2F+INTERSTATE+5+TO+BATTLE+GROUND+-+ADD+LANES%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: May 28, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SCHUYLER HEIM BRIDGE REPLACEMENT AND SR 47 EXPRESSWAY PROJECT, PORTS AND CITIES OF LONG BEACH AND LOS ANGELES, CALIFORNIA. AN - 36345433; 13885 AB - PURPOSE: The construction of a seismically safe vehicular connection along the north-south corridor between Terminal Island and the mainland in Long Beach and Los Angeles, California is proposed to replace the Schuyler Heim Bridge. The project area lies between Terminal Island on the south and State Route (SR) 91 (Artesia Freeway) on the north and between Interstate 710 (I-710, Long Beach Freeway) on the east and I-110 (Harbor Freeway) on the west. After a 1994 earthquake, the Schuyler Heim Bridge was determined to be in need of seismic retrofit improvements. In 1998, it was determined that replacement of the bridge would be more cost-effective and practical than retrofitting the existing structure. Six alternatives, including a No-Build Alternative (Alternative 6) and a Transportation Systems Management Alternative (Alternative 5), were considered in the draft EIS of August 2007. Estimated costs of alternatives 1, 2, 3, 4, and 5 are estimated at $706.3 million, $785.7 million, $761.4 million, $321.4 million, and $22.6 million, respectively. This final EIS identifies Alternative 1 as the preferred alternative. This alternative would replace the existing Schuyler Heim Bridge, construct a new SR 47 Expressway along the Alameda Corridor, and construct a flyover that would divert eastbound Ocean Boulevard traffic directly onto northbound SR 47 and across the new bridge. POSITIVE IMPACTS: The bridge and related road improvements would provide a seismically safe, high-capacity alternative route for traffic between Terminal Island and the mainland. Uninterrupted transport would be provided for commuters, travelers, and freight after a major earthquake. Safety would be improved and congestion relieved on the local street network. The ancillary improvements would also eliminate at-grade railroad crossings ad signalized intersections and connect the bridge with an emergency service route that would facilitate movement to and from the Los Angeles and Long Beach ports following a major earthquake. NEGATIVE IMPACTS: Rights-of-way development would require the displacement of 10 to 61 parcels. Alternative 1 would require the acquisition of six commercial establishments. Numerous construction easements would have to be purchased. Any bridge connecting Terminal Island with the mainland would lie within a seismically active area that is highly prone to destructive earthquakes. Wetlands east of the existing bridge and along SR 103 would be displaced. Construction activities would result in the removal of southern tarplant and other federally protected plant species, and bat roosts would be displaced, affecting several species. Demolition of the Schuyler Bridge would result in the loss of a historically significant structure, while modification of the bridge would result in the alteration of the structure, reducing its historic value. Bridge demolition could also release hazardous materials into the environment, and construction workers are likely to encounter other hazardous materials sites while working within the project corridor. Emissions of criteria pollutants oxides during operation of the bridge would exceed federal and state air quality standards. Noise within residential areas along the corridor would approach levels at which noise abatement criteria are relevant. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0394D, Volume 31, Number 3. JF - EPA number: 090174, Volume 1--936 pages and maps, Appendices--424 pages and maps, May 22, 2009 PY - 2009 KW - Roads and Railroads KW - Air Quality Assessments KW - Air Quality Standards Violations KW - Bridges KW - Demolition KW - Earthquakes KW - Easements KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Nitrogen Oxides KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Structural Rehabilitation KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345433?accountid=14244 L2 - http://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=2009-05-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SCHUYLER+HEIM+BRIDGE+REPLACEMENT+AND+SR+47+EXPRESSWAY+PROJECT%2C+PORTS+AND+CITIES+OF+LONG+BEACH+AND+LOS+ANGELES%2C+CALIFORNIA.&rft.title=SCHUYLER+HEIM+BRIDGE+REPLACEMENT+AND+SR+47+EXPRESSWAY+PROJECT%2C+PORTS+AND+CITIES+OF+LONG+BEACH+AND+LOS+ANGELES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Los Angeles, California; DOT N1 - Date revised - 2009-09-01 N1 - SuppNotes - Final. Preparation date: May 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. AN - 36344048; 13884 AB - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I 278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this draft EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a five-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level (MSL), and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace local residential and business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Combined loss of upland and wetland habitat would range from 6.1 to 7.7 acres. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 090173, Draft EIS--1,207 pages and maps, Appendices: Volume 2--1,458 pages and maps, Volume 3--975 pages and maps, May 22, 2009 PY - 2009 KW - Roads and Railroads KW - Air Quality Assessments KW - Airports KW - Bridges KW - Channels KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites Surveys KW - Interstate Commerce KW - Navigation KW - Noise Assessments KW - Property Disposition KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - Waterways KW - Wetlands KW - Arthur Kill KW - New Jersey KW - New York KW - Newark International Airport KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Rivers and Harbors Act of 1899, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344048?accountid=14244 L2 - http://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=2009-05-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS N1 - Date revised - 2009-09-01 N1 - SuppNotes - Draft. Preparation date: May 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 61 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131959; 14494-0_0061 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 61 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131959?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 60 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131954; 14494-0_0060 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 60 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131954?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 56 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131950; 14494-0_0056 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 56 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131950?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 42 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131946; 14494-0_0042 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 42 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131946?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 41 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131937; 14494-0_0041 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 41 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131937?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 19 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131929; 14494-0_0019 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131929?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 10 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131921; 14494-0_0010 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131921?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 6 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131912; 14494-0_0006 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131912?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 5 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131902; 14494-0_0005 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131902?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 52 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131750; 14494-0_0052 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 52 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131750?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 32 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131700; 14494-0_0032 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 32 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131700?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 31 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131680; 14494-0_0031 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 31 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131680?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 30 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131672; 14494-0_0030 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 30 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131672?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 29 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131664; 14494-0_0029 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 29 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131664?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 28 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131657; 14494-0_0028 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 28 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131657?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 18 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131646; 14494-0_0018 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131646?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 17 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131640; 14494-0_0017 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131640?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 16 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131631; 14494-0_0016 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131631?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 9 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131626; 14494-0_0009 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131626?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 8 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131613; 14494-0_0008 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131613?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 7 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131605; 14494-0_0007 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131605?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 1 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131593; 14494-0_0001 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131593?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 40 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131541; 14494-0_0040 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 40 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131541?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 22 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131525; 14494-0_0022 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131525?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 11 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131512; 14494-0_0011 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131512?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 2 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131497; 14494-0_0002 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131497?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 71 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131384; 14494-0_0071 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 71 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131384?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 70 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131364; 14494-0_0070 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 70 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131364?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 65 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131355; 14494-0_0065 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 65 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131355?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 64 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131296; 14494-0_0064 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 64 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131296?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 63 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131289; 14494-0_0063 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 63 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131289?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 55 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131273; 14494-0_0055 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 55 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131273?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 54 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131254; 14494-0_0054 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 54 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131254?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 53 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873131236; 14494-0_0053 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 53 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131236?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 62 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873130730; 14494-0_0062 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 62 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130730?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 58 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873130697; 14494-0_0058 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 58 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130697?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 57 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873130682; 14494-0_0057 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 57 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130682?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 39 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873130195; 14494-0_0039 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 39 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130195?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 38 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873130175; 14494-0_0038 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 38 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130175?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 36 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873130133; 14494-0_0036 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 36 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130133?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 35 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873130108; 14494-0_0035 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 35 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130108?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 34 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873130088; 14494-0_0034 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 34 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130088?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 33 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873130059; 14494-0_0033 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 33 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130059?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 24 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873130042; 14494-0_0024 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 24 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130042?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 23 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873130020; 14494-0_0023 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130020?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 25 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873130000; 14494-0_0025 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 25 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130000?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 15 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873129996; 14494-0_0015 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129996?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 12 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873129988; 14494-0_0012 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129988?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 14 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873129968; 14494-0_0014 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129968?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 13 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873129918; 14494-0_0013 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129918?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 69 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873129847; 14494-0_0069 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 69 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129847?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 68 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873129814; 14494-0_0068 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 68 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129814?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 67 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873129735; 14494-0_0067 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 67 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129735?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2017-01-30&rft.volume=259&rft.issue=&rft.spage=34&rft.isbn=&rft.btitle=&rft.title=Psychiatry+Research%3A+Neuroimaging&rft.issn=09254927&rft_id=info:doi/10.1016%2Fj.pscychresns.2016.11.003 LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 66 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873129717; 14494-0_0066 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 66 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129717?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 21 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873129584; 14494-0_0021 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129584?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 20 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873129566; 14494-0_0020 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129566?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 4 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873129540; 14494-0_0004 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129540?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 3 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873129505; 14494-0_0003 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129505?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 50 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873129014; 14494-0_0050 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 50 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129014?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 46 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873127963; 14494-0_0046 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 46 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127963?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 45 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873127956; 14494-0_0045 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 45 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127956?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 44 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873127942; 14494-0_0044 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 44 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127942?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 43 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873127939; 14494-0_0043 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 43 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127939?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 27 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873127876; 14494-0_0027 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 27 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127876?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 49 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873127735; 14494-0_0049 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 49 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127735?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 48 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873127729; 14494-0_0048 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 48 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127729?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. [Part 47 of 71] T2 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 873127725; 14494-0_0047 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 VL - 47 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127725?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ZOO INTERCHANGE CORRIDOR STUDY, INTERSTATE 94 (I-94) FROM 70TH STREET TO 124TH STREET AND ON US 45 FROM BURLEIGH STREET TO I-894/US 45 AND LINCOLN AVENUE, MILWAUKEE COUNTY, WISCONSIN. AN - 754907282; 14494 AB - PURPOSE: The reconstruction of Interstate 94 (I-94) from 124th Street to 70th Street and the US Highway 45/I-894 corridor from Lincoln Avenue to Burleigh Street in Milwaukee County, Wisconsin is proposed. The study area encompasses the Zoo Interchange and its four approaches, referred to as the east, west, north, and south legs. The west terminus of the project is 124th Street, and the east terminus is 70th Street, a distance of about 3.5 miles. The south terminus of the project is Lincoln Avenue, and the north terminus is Burleigh Street, a distance of about 5.5 miles. The scope of the project includes rebuilding the mainline roadway and bridges; modifying interchange access to improve safety and traffic flow; reconstructing local streets affected by the freeway reconstruction; and enhancing the appearance of the reconstructed freeway. I-94 is a major east-west freeway link across the northern United States, connecting Detroit, Chicago, Milwaukee, Madison, St. Paul, and Minneapolis with I-90 in Billings, Montana. I-894 is a bypass around Milwaukee for through traffic and provides an important freeway connection for several Milwaukee County communities. US 45 is a north-south highway link connecting the Upper Peninsula of Michigan, Oshkosh, Fond du Lac, West Bend, Milwaukee, Chicagos OHare International Airport and points south. The Zoo Interchange carries more than 345,000 vehicles on an average weekday. Traffic volumes on study-area freeway legs surrounding the Zoo Interchange range from 152,000 vehicles per day (vpd) to 174,000 vpd. By 2035, traffic volumes are expected to rise by 18 percent to 164,000 vpd to 192,000 vpd. From 2001 to 2005, there were 4,522 crashes on the freeway and interchange entrance/exit ramps, or roughly two crashes per day. Crash rates in the study area are up to five times higher than other similar freeways in the state. Three alternatives are explored in detail in this draft EIS: a No-Build Alternative, the Modernization with No Added Capacity Alternative (six lanes), and the Modernization with Added Capacity Alternative (eight lanes). The core design of the Zoo Interchange would be similar under all the Modernization Alternatives with full eight-foot to 12-foot shoulders on all ramps and freeways, two to three lanes on all through routes, three to four lanes on all four approach legs. The interchange would have five levels rather than three, making it about 30 to 40 feet higher than it is today. Smoother curves on all interchange ramps would provide a minimum 45 mph design speed, compared to as low as 30 mph today. I-94 and US 45 would have a 60 mph design speed. Total expenditures are estimated to be $2.25 billion to $2.31 billion in year-of-construction dollars for the eight-lane Modernization Alternatives and $2.07 billion to $2.16 billion for the six-lane Modernization Alternatives. POSITIVE IMPACTS: The interchange reconstruction would maintain a key link in the local, state, and national transportation network; address the obsolete design of the study-area freeway system to improve safety; replace deteriorating pavement and bridges; and accommodate future traffic volumes at an acceptable level of service. NEGATIVE IMPACTS: New right-of-way, totaling 55 to 74 acres within the study area, would need to be acquired. A ramp that would carry traffic from US 45 southbound to I-94 would impact the Milwaukee County Zoos overflow parking lot and the Zoofari Conference Center. Acquisition of six to 31 residences would be required to implement the 6-lane Modernization Alternative. Approximately six to 32 residences would be needed for the 8-lane Modernization Alternative. Bridge removal and construction of a new bridge could harm Butler's garter snakes. In some areas, design year noise levels could increase by as much as 14 decibels over existing levels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090170, 635 pages, May 21, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-09-01-D KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/754907282?accountid=14244 L2 - http://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=2009-05-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=ZOO+INTERCHANGE+CORRIDOR+STUDY%2C+INTERSTATE+94+%28I-94%29+FROM+70TH+STREET+TO+124TH+STREET+AND+ON+US+45+FROM+BURLEIGH+STREET+TO+I-894%2FUS+45+AND+LINCOLN+AVENUE%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Draft. Preparation date: May 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 18 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873132503; 14507-9_0018 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132503?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 17 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873132496; 14507-9_0017 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132496?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 16 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873132490; 14507-9_0016 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132490?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 14 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873132223; 14507-9_0014 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132223?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 12 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873132210; 14507-9_0012 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132210?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 11 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873132201; 14507-9_0011 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132201?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 27 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873132060; 14507-9_0027 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 27 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132060?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 26 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873132050; 14507-9_0026 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 26 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132050?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 25 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873132041; 14507-9_0025 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 25 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132041?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 24 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873132033; 14507-9_0024 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 24 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132033?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 23 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873132021; 14507-9_0023 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132021?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 2 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873131996; 14507-9_0002 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131996?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 1 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873131985; 14507-9_0001 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131985?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 37 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130696; 14507-9_0037 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 37 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130696?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 36 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130683; 14507-9_0036 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 36 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130683?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 35 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130673; 14507-9_0035 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 35 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130673?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 34 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130665; 14507-9_0034 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 34 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130665?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 33 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130652; 14507-9_0033 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 33 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130652?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 9 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130639; 14507-9_0009 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130639?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 8 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130627; 14507-9_0008 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130627?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 7 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130609; 14507-9_0007 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130609?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 32 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130605; 14507-9_0032 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 32 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130605?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 31 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130596; 14507-9_0031 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 31 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130596?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 6 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130590; 14507-9_0006 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130590?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 30 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130584; 14507-9_0030 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 30 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130584?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 29 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130572; 14507-9_0029 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 29 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130572?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 10 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130553; 14507-9_0010 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130553?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 22 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130308; 14507-9_0022 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130308?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 20 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130288; 14507-9_0020 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130288?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 19 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873130272; 14507-9_0019 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130272?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 41 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873127993; 14507-9_0041 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 41 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127993?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 40 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873127989; 14507-9_0040 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 40 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127989?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 39 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873127983; 14507-9_0039 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 39 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127983?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. [Part 38 of 41] T2 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 873127979; 14507-9_0038 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 VL - 38 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127979?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SITKA ROCKY GUTIERREZ AIRPORT, SITKA, ALASKA. [Part 1 of 3] T2 - SITKA ROCKY GUTIERREZ AIRPORT, SITKA, ALASKA. AN - 756827256; 14512-090167_0001 AB - PURPOSE: The implementation of improvements for Sitka Rocky Gutierrez Airport near Sitka, Alaska is proposed. Sitka is located on the west coast of Baranof Island fronting the Pacific Ocean on Sitka Sound, 95 miles southwest of Juneau and 185 miles northwest of Ketchikan. The airport lies approximately 1.5 miles southwest of the central business district. The city is accessible only by air and sea. In addition to functioning as the city's only municipal airport, the facility, which was constructed in 1960, supports U.S. Coast Guard air station and other facilities on nearby Japonski Island. Under the federal National Plan of Integrated Airport Systems, the airport is classified as a primary non-hub commercial service airport. The facility features one 6,500-foot-long, 150-foot-wide runway (Runway 11/29) and a partial taxiway. Two taxiways and connectors provide the partial taxiway system, and the facility also features a terminal facility, and general aviation facilities. The major actions proposed under the improvement project would include improvements to runway safety areas, construction of a full-length parallel taxiway, relocation of the seaplane pullout from west of the runway, installation of an approach lighting system, repair and improvement of the airport seawall, and acquisition of additional property needed for expansion of the facility. This final EIS considers varying numbers of alternatives for each type of improvement, including a No Action Alternative (in each case, Alternative 1). For the runway safety area, Alternative 5 is preferred and would add a 280-foot landmass expansion on the end of Runway 29. Alternative 3 is preferred for the parallel taxiway and would add a partial extension to Charcoal Island. Construction of a fixed ramp (Alternative 2) on Charcoal Island is preferred for the seaplane pullout. The No Action Alternative is preferred for both the approach lighting system, and repair and improvement of the airport seawall. Regarding land acquisition, Alternative 2, acquisition of property rights sufficient to protect land for current and future aviation and airport uses, is the preferred alternative. POSITIVE IMPACTS: The improvements would provide runway safety areas that meet federal guidance; reduce the potential for runway incursions and thereby improve the safety and efficiency of aircraft operations; improve the ability of aircraft to land and/or takeoff during inclement weather; maintain the structural integrity of the runway and prevent closure of the runway resulting from wave overtopping and associated storm debris; obtain property rights sufficient to provide lands for current and future aviation uses. The increased capacity and availability of the airport in nearly all weathers would provide a significant economic boost to island inhabitants. NEGATIVE IMPACTS: Construction of the runway safety expansion would require placement of 371,200 cubic yards of fill into the ocean and construction of the taxiway would require placement of 511,000 cubic yards of fill into the airport lagoon. Construction of the runway safety area would displace 1.93 acres of open water and benthic habitat due to rock placement. Bird habitat would be fragmented by taxiway facilities. Construction workers would be likely to encounter hazardous military wastes on the sea floor. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0367D, Volume 32, Number 4. JF - EPA number: 090167, Final EIS--918 pages, Appendices--1,981 pages, May 19, 2009 PY - 2009 VL - 1 KW - Air Transportation KW - Airports KW - Biologic Assessments KW - Coastal Zones KW - Hydraulic Assessments KW - Islands KW - Land Acquisitions KW - Noise Assessments KW - Transportation KW - Water Quality KW - Alaska KW - Baranof Island KW - Airport and Airway Improvements Act of 1982, as amended, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827256?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SITKA+ROCKY+GUTIERREZ+AIRPORT%2C+SITKA%2C+ALASKA.&rft.title=SITKA+ROCKY+GUTIERREZ+AIRPORT%2C+SITKA%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Final. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SITKA ROCKY GUTIERREZ AIRPORT, SITKA, ALASKA. [Part 3 of 3] T2 - SITKA ROCKY GUTIERREZ AIRPORT, SITKA, ALASKA. AN - 756827251; 14512-090167_0003 AB - PURPOSE: The implementation of improvements for Sitka Rocky Gutierrez Airport near Sitka, Alaska is proposed. Sitka is located on the west coast of Baranof Island fronting the Pacific Ocean on Sitka Sound, 95 miles southwest of Juneau and 185 miles northwest of Ketchikan. The airport lies approximately 1.5 miles southwest of the central business district. The city is accessible only by air and sea. In addition to functioning as the city's only municipal airport, the facility, which was constructed in 1960, supports U.S. Coast Guard air station and other facilities on nearby Japonski Island. Under the federal National Plan of Integrated Airport Systems, the airport is classified as a primary non-hub commercial service airport. The facility features one 6,500-foot-long, 150-foot-wide runway (Runway 11/29) and a partial taxiway. Two taxiways and connectors provide the partial taxiway system, and the facility also features a terminal facility, and general aviation facilities. The major actions proposed under the improvement project would include improvements to runway safety areas, construction of a full-length parallel taxiway, relocation of the seaplane pullout from west of the runway, installation of an approach lighting system, repair and improvement of the airport seawall, and acquisition of additional property needed for expansion of the facility. This final EIS considers varying numbers of alternatives for each type of improvement, including a No Action Alternative (in each case, Alternative 1). For the runway safety area, Alternative 5 is preferred and would add a 280-foot landmass expansion on the end of Runway 29. Alternative 3 is preferred for the parallel taxiway and would add a partial extension to Charcoal Island. Construction of a fixed ramp (Alternative 2) on Charcoal Island is preferred for the seaplane pullout. The No Action Alternative is preferred for both the approach lighting system, and repair and improvement of the airport seawall. Regarding land acquisition, Alternative 2, acquisition of property rights sufficient to protect land for current and future aviation and airport uses, is the preferred alternative. POSITIVE IMPACTS: The improvements would provide runway safety areas that meet federal guidance; reduce the potential for runway incursions and thereby improve the safety and efficiency of aircraft operations; improve the ability of aircraft to land and/or takeoff during inclement weather; maintain the structural integrity of the runway and prevent closure of the runway resulting from wave overtopping and associated storm debris; obtain property rights sufficient to provide lands for current and future aviation uses. The increased capacity and availability of the airport in nearly all weathers would provide a significant economic boost to island inhabitants. NEGATIVE IMPACTS: Construction of the runway safety expansion would require placement of 371,200 cubic yards of fill into the ocean and construction of the taxiway would require placement of 511,000 cubic yards of fill into the airport lagoon. Construction of the runway safety area would displace 1.93 acres of open water and benthic habitat due to rock placement. Bird habitat would be fragmented by taxiway facilities. Construction workers would be likely to encounter hazardous military wastes on the sea floor. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0367D, Volume 32, Number 4. JF - EPA number: 090167, Final EIS--918 pages, Appendices--1,981 pages, May 19, 2009 PY - 2009 VL - 3 KW - Air Transportation KW - Airports KW - Biologic Assessments KW - Coastal Zones KW - Hydraulic Assessments KW - Islands KW - Land Acquisitions KW - Noise Assessments KW - Transportation KW - Water Quality KW - Alaska KW - Baranof Island KW - Airport and Airway Improvements Act of 1982, as amended, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827251?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SITKA+ROCKY+GUTIERREZ+AIRPORT%2C+SITKA%2C+ALASKA.&rft.title=SITKA+ROCKY+GUTIERREZ+AIRPORT%2C+SITKA%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Final. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SITKA ROCKY GUTIERREZ AIRPORT, SITKA, ALASKA. [Part 2 of 3] T2 - SITKA ROCKY GUTIERREZ AIRPORT, SITKA, ALASKA. AN - 756827239; 14512-090167_0002 AB - PURPOSE: The implementation of improvements for Sitka Rocky Gutierrez Airport near Sitka, Alaska is proposed. Sitka is located on the west coast of Baranof Island fronting the Pacific Ocean on Sitka Sound, 95 miles southwest of Juneau and 185 miles northwest of Ketchikan. The airport lies approximately 1.5 miles southwest of the central business district. The city is accessible only by air and sea. In addition to functioning as the city's only municipal airport, the facility, which was constructed in 1960, supports U.S. Coast Guard air station and other facilities on nearby Japonski Island. Under the federal National Plan of Integrated Airport Systems, the airport is classified as a primary non-hub commercial service airport. The facility features one 6,500-foot-long, 150-foot-wide runway (Runway 11/29) and a partial taxiway. Two taxiways and connectors provide the partial taxiway system, and the facility also features a terminal facility, and general aviation facilities. The major actions proposed under the improvement project would include improvements to runway safety areas, construction of a full-length parallel taxiway, relocation of the seaplane pullout from west of the runway, installation of an approach lighting system, repair and improvement of the airport seawall, and acquisition of additional property needed for expansion of the facility. This final EIS considers varying numbers of alternatives for each type of improvement, including a No Action Alternative (in each case, Alternative 1). For the runway safety area, Alternative 5 is preferred and would add a 280-foot landmass expansion on the end of Runway 29. Alternative 3 is preferred for the parallel taxiway and would add a partial extension to Charcoal Island. Construction of a fixed ramp (Alternative 2) on Charcoal Island is preferred for the seaplane pullout. The No Action Alternative is preferred for both the approach lighting system, and repair and improvement of the airport seawall. Regarding land acquisition, Alternative 2, acquisition of property rights sufficient to protect land for current and future aviation and airport uses, is the preferred alternative. POSITIVE IMPACTS: The improvements would provide runway safety areas that meet federal guidance; reduce the potential for runway incursions and thereby improve the safety and efficiency of aircraft operations; improve the ability of aircraft to land and/or takeoff during inclement weather; maintain the structural integrity of the runway and prevent closure of the runway resulting from wave overtopping and associated storm debris; obtain property rights sufficient to provide lands for current and future aviation uses. The increased capacity and availability of the airport in nearly all weathers would provide a significant economic boost to island inhabitants. NEGATIVE IMPACTS: Construction of the runway safety expansion would require placement of 371,200 cubic yards of fill into the ocean and construction of the taxiway would require placement of 511,000 cubic yards of fill into the airport lagoon. Construction of the runway safety area would displace 1.93 acres of open water and benthic habitat due to rock placement. Bird habitat would be fragmented by taxiway facilities. Construction workers would be likely to encounter hazardous military wastes on the sea floor. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0367D, Volume 32, Number 4. JF - EPA number: 090167, Final EIS--918 pages, Appendices--1,981 pages, May 19, 2009 PY - 2009 VL - 2 KW - Air Transportation KW - Airports KW - Biologic Assessments KW - Coastal Zones KW - Hydraulic Assessments KW - Islands KW - Land Acquisitions KW - Noise Assessments KW - Transportation KW - Water Quality KW - Alaska KW - Baranof Island KW - Airport and Airway Improvements Act of 1982, as amended, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756827239?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SITKA+ROCKY+GUTIERREZ+AIRPORT%2C+SITKA%2C+ALASKA.&rft.title=SITKA+ROCKY+GUTIERREZ+AIRPORT%2C+SITKA%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Final. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GASTON EAST-WEST CONNECTOR PROJECT, I-85 TO I-485 AND NC 160, GASTON AND MECKLENBERG COUNTIES, NORTH CAROLINA. AN - 754908077; 14507 AB - PURPOSE: The construction of a controlled-access toll road extending 22 miles from I-85 west of Gastonia in Gaston County to I-485, near the Charlotte-Douglas International Airport, in Mecklenburg County, North Carolina is proposed. The project is known both as the Gaston East-West Connector and as the Garden Parkway. Limited crossings of the Catawba River constrain travel between Gaston and Mecklenburg Counties; and within southern Gaston County, south of I-85, a lack of connecting east-west roadways makes travel circuitous and limits mobility. Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor. Projected growth in southern Gaston County and western Mecklenburg County will continue to increase demands for accessibility and connectivity between the two counties. Twelve new location Detailed Study Alternatives (DSAs) and a No-Build Alternative are evaluated in this draft EIS. The preliminary engineering designs for the DSAs are for a controlled-access toll facility with six lanes and a 46-foot-wide grass median, but those designs were initially based upon traffic projections for a non-toll scenario. The traffic projections for the toll scenario may show that four lanes may be sufficient. If the number of lanes is reduced from six to four along the preferred alternative, that reduction would be achieved by removing the two lanes in the center. The outside footprint of the project would remain the same and the width of the grass median would change from 46 feet to 70 feet. The mainline design speed is 70 miles per hour (mph), with a planned posted speed limit of 65 mph. Each DSA currently is proposed to have 11 to 12 interchanges. Tolls would be collected by an electronic toll collection (ETC) system that would involve pre-registration and use of a transponder/receiver system that would allow vehicles to move through the toll-collection locations at highway speeds. There would be no cash toll booths. For travelers who do not have a transponder, a video system would capture license plate information and the vehicles registrant would be billed. The currently recommended alternative (DSA 9) is one of the shortest alternatives at 21.9 miles (all alternatives range from 21.4 to 23.7 miles) and has the second-lowest median total cost at $1.28 billion. All build alternatives range from $1.28 billion to $1.38 billion in total cost. POSITIVE IMPACTS: The Gaston East-West Connector would improve east-west transportation mobility in the area around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and particularly to establish direct access between the rapidly growing areas of southeast Gaston County and western Mecklenburg County. NEGATIVE IMPACTS: Depending on the alternative selected, implementation would impact from 882 to1,042 acres of upland forest, 2.1 to 6.3 acres of ponds, 6.9 to 13.2 acres of wetlands, 36,771 to 50,739 linear feet of perennial streams, and would cross 91 to 120 streams. Some alternatives would impact the federally endangered Schweinitzs sunflower. Destruction of natural communities along the rights-of-way would result in the loss of foraging and breeding habitats for the various animal species. Right-of-way acquisition would impact 21 to 31 neighborhoods and require 326 to 384 residential relocations and 24 to 40 business relocations. Some alternatives would impact schools, churches and one cemetery. Traffic noise would impact 204 to 309 receptors. Construction workers could encounter 12 to 24 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090159, Draft EIS (Volume 1)--418 pages and maps, Appendices (Volume 2)--410 pages, May 19, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-02-D KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/754908077?accountid=14244 L2 - http://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=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.title=GASTON+EAST-WEST+CONNECTOR+PROJECT%2C+I-85+TO+I-485+AND+NC+160%2C+GASTON+AND+MECKLENBERG+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Draft. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SITKA ROCKY GUTIERREZ AIRPORT, SITKA, ALASKA. AN - 754907403; 14512 AB - PURPOSE: The implementation of improvements for Sitka Rocky Gutierrez Airport near Sitka, Alaska is proposed. Sitka is located on the west coast of Baranof Island fronting the Pacific Ocean on Sitka Sound, 95 miles southwest of Juneau and 185 miles northwest of Ketchikan. The airport lies approximately 1.5 miles southwest of the central business district. The city is accessible only by air and sea. In addition to functioning as the city's only municipal airport, the facility, which was constructed in 1960, supports U.S. Coast Guard air station and other facilities on nearby Japonski Island. Under the federal National Plan of Integrated Airport Systems, the airport is classified as a primary non-hub commercial service airport. The facility features one 6,500-foot-long, 150-foot-wide runway (Runway 11/29) and a partial taxiway. Two taxiways and connectors provide the partial taxiway system, and the facility also features a terminal facility, and general aviation facilities. The major actions proposed under the improvement project would include improvements to runway safety areas, construction of a full-length parallel taxiway, relocation of the seaplane pullout from west of the runway, installation of an approach lighting system, repair and improvement of the airport seawall, and acquisition of additional property needed for expansion of the facility. This final EIS considers varying numbers of alternatives for each type of improvement, including a No Action Alternative (in each case, Alternative 1). For the runway safety area, Alternative 5 is preferred and would add a 280-foot landmass expansion on the end of Runway 29. Alternative 3 is preferred for the parallel taxiway and would add a partial extension to Charcoal Island. Construction of a fixed ramp (Alternative 2) on Charcoal Island is preferred for the seaplane pullout. The No Action Alternative is preferred for both the approach lighting system, and repair and improvement of the airport seawall. Regarding land acquisition, Alternative 2, acquisition of property rights sufficient to protect land for current and future aviation and airport uses, is the preferred alternative. POSITIVE IMPACTS: The improvements would provide runway safety areas that meet federal guidance; reduce the potential for runway incursions and thereby improve the safety and efficiency of aircraft operations; improve the ability of aircraft to land and/or takeoff during inclement weather; maintain the structural integrity of the runway and prevent closure of the runway resulting from wave overtopping and associated storm debris; obtain property rights sufficient to provide lands for current and future aviation uses. The increased capacity and availability of the airport in nearly all weathers would provide a significant economic boost to island inhabitants. NEGATIVE IMPACTS: Construction of the runway safety expansion would require placement of 371,200 cubic yards of fill into the ocean and construction of the taxiway would require placement of 511,000 cubic yards of fill into the airport lagoon. Construction of the runway safety area would displace 1.93 acres of open water and benthic habitat due to rock placement. Bird habitat would be fragmented by taxiway facilities. Construction workers would be likely to encounter hazardous military wastes on the sea floor. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0367D, Volume 32, Number 4. JF - EPA number: 090167, Final EIS--918 pages, Appendices--1,981 pages, May 19, 2009 PY - 2009 KW - Air Transportation KW - Airports KW - Biologic Assessments KW - Coastal Zones KW - Hydraulic Assessments KW - Islands KW - Land Acquisitions KW - Noise Assessments KW - Transportation KW - Water Quality KW - Alaska KW - Baranof Island KW - Airport and Airway Improvements Act of 1982, as amended, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/754907403?accountid=14244 L2 - http://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=2009-05-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SITKA+ROCKY+GUTIERREZ+AIRPORT%2C+SITKA%2C+ALASKA.&rft.title=SITKA+ROCKY+GUTIERREZ+AIRPORT%2C+SITKA%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT N1 - Date revised - 2010-09-01 N1 - SuppNotes - Final. Preparation date: May 19, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 1 of 1] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873131112; 14493-9_0001 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. Seven alternative strategies were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three alternative build strategies were then considered in the second tier process, including the preferred alternative to widen existing I-70 to three lanes in each direction and reconstruct the existing roadway. A draft supplement to the final EIS considered implementing a truck-only lane strategy instead of simply widening existing I-70. This final supplemental EIS evaluates the truck-only lane strategy, which is the preferred solution, and proposes locations for truck-car separated interchanges. Based on evaluation of 15 interchanges, three (US 65, US 63, and US 54) would merit truck-car separation today. Four additional interchanges were determined to be potential locations for truck-car separated interchanges in the future. Alternative lane configurations for rural, urban, and environmentally sensitive areas of the I-70 Corridor are considered and alternative interchange configurations are evaluated. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels; noise levels would exceed federal standards at hundreds of sensitive receptor sites. Rights-of-way development would displace farmland, wetlands, floodplain, and stream channels and the associated fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced. At some areas, the truck-only lanes strategy would require additional right-of-way. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see ED01-0449D, Volume 25, Number 4 and ED02-0067F, Volume 26, Number 1, respectively. For the abstract of the supplemental draft EIS, see ED09-0093D, Volume 33, Number 1. JF - EPA number: 090169, 105 pages and maps, May 18, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-FSEIS KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131112?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Final. Preparation date: May 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 754907304; 14493 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. Seven alternative strategies were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three alternative build strategies were then considered in the second tier process, including the preferred alternative to widen existing I-70 to three lanes in each direction and reconstruct the existing roadway. A draft supplement to the final EIS considered implementing a truck-only lane strategy instead of simply widening existing I-70. This final supplemental EIS evaluates the truck-only lane strategy, which is the preferred solution, and proposes locations for truck-car separated interchanges. Based on evaluation of 15 interchanges, three (US 65, US 63, and US 54) would merit truck-car separation today. Four additional interchanges were determined to be potential locations for truck-car separated interchanges in the future. Alternative lane configurations for rural, urban, and environmentally sensitive areas of the I-70 Corridor are considered and alternative interchange configurations are evaluated. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels; noise levels would exceed federal standards at hundreds of sensitive receptor sites. Rights-of-way development would displace farmland, wetlands, floodplain, and stream channels and the associated fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced. At some areas, the truck-only lanes strategy would require additional right-of-way. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see ED01-0449D, Volume 25, Number 4 and ED02-0067F, Volume 26, Number 1, respectively. For the abstract of the supplemental draft EIS, see ED09-0093D, Volume 33, Number 1. JF - EPA number: 090169, 105 pages and maps, May 18, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-FSEIS KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/754907304?accountid=14244 L2 - http://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=2009-05-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2010-08-27 N1 - SuppNotes - Final. Preparation date: May 18, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FEDERAL-AID PRIMARY ROUTE 318, ILLINOIS ROUTE 29 FROM ILLINOIS 6 TO I-180, PEORIA, MARSHALL, PUTNAM, AND BUREAU COUNTIES, ILLINOIS. [Part 3 of 4] T2 - FEDERAL-AID PRIMARY ROUTE 318, ILLINOIS ROUTE 29 FROM ILLINOIS 6 TO I-180, PEORIA, MARSHALL, PUTNAM, AND BUREAU COUNTIES, ILLINOIS. AN - 756826568; 13882-090158_0003 AB - PURPOSE: The improvement of Illinois 29 (IL 29; Federal-Aid Primary 318) from IL 6 to Interstate 180 (I-180) in Peoria, Marshall, Putnam, and Bureau counties, Illinois is proposed. The 35-mile study corridor includes the major communities of Chillicothe, Sparland, Putnam, and Henry as well as smaller communities, including Mossville, Rome, Hopewell, and Lacon. In addition to the No Action Alternative, this final EIS presents the preferred alternative which would make improvements to the existing highway and possible bypasses at Chillicothe, Sparland, and Henry. Chillicothe would be bypassed on the west if that alternative were selected. North of Chillicothe, the proposed improvements would lie within the existing IL 29 alignment. To minimize community impacts and impacts to natural areas, alternative sections on new alignments could be provided west of Hopewell, Sparland, and Henry, and east of Putnam. More specifically, the proposed alternative would begin at the IL 6 interchange and extend northward to I-180 north of the Kentville Road intersection. Along the 10-mile stretch from IL 6 to a point north of Chillicothe, where the alignment would rejoin existing IL 29, a freeway section would be provided on a new alignment. From the proposed north Chillicothe interchange to the north project terminus, the project would provide a four-lane, divided expressway on a new alignment west of the community. Within the freeway section, access would be limited to grade-separated interchanges. Along the expressway, at-grade intersections would be permitted at crossroads and from residential and agricultural properties. POSITIVE IMPACTS: The project would enhance continuity and improve safety and travel efficiency within the IL 29 corridor between Mossville and I-180 north of Kentville Road. Transportation continuity and modal interrelationships would be improved. The improved facility would enhance north-south highway access west of the Illinois River between IL 29 and I-180, improve travel efficiency, and enhance the economic stability and development of the region. NEGATIVE IMPACTS: Development of 1,784 acres of new rights-of-way would displace 44 residences, four businesses, 86 outbuildings, 20 acres of wetlands, 122 acres of forested land, 1.2 acres within designated natural areas, 1,202 acres of farmland, and 1,027 acres of cropland. Twelve streams would be traversed. Approximately 746 acres of parcels would be landlocked by the project. The project would require the removal of Barville Bridge, a site eligible for inclusion in the National Register of Historic Places. Traffic-generated noise would exceed federal standards at four sensitive noise receptor sites. Construction workers would encounter five hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0414D, Volume 30, Number 3. JF - EPA number: 090158, Final EIS--498 pages and maps, Comments and Notes on Public Meetings--CD-ROM, May 12, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-01-F KW - Creeks KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826568?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FEDERAL-AID+PRIMARY+ROUTE+318%2C+ILLINOIS+ROUTE+29+FROM+ILLINOIS+6+TO+I-180%2C+PEORIA%2C+MARSHALL%2C+PUTNAM%2C+AND+BUREAU+COUNTIES%2C+ILLINOIS.&rft.title=FEDERAL-AID+PRIMARY+ROUTE+318%2C+ILLINOIS+ROUTE+29+FROM+ILLINOIS+6+TO+I-180%2C+PEORIA%2C+MARSHALL%2C+PUTNAM%2C+AND+BUREAU+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: May 12, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FEDERAL-AID PRIMARY ROUTE 318, ILLINOIS ROUTE 29 FROM ILLINOIS 6 TO I-180, PEORIA, MARSHALL, PUTNAM, AND BUREAU COUNTIES, ILLINOIS. [Part 2 of 4] T2 - FEDERAL-AID PRIMARY ROUTE 318, ILLINOIS ROUTE 29 FROM ILLINOIS 6 TO I-180, PEORIA, MARSHALL, PUTNAM, AND BUREAU COUNTIES, ILLINOIS. AN - 756826557; 13882-090158_0002 AB - PURPOSE: The improvement of Illinois 29 (IL 29; Federal-Aid Primary 318) from IL 6 to Interstate 180 (I-180) in Peoria, Marshall, Putnam, and Bureau counties, Illinois is proposed. The 35-mile study corridor includes the major communities of Chillicothe, Sparland, Putnam, and Henry as well as smaller communities, including Mossville, Rome, Hopewell, and Lacon. In addition to the No Action Alternative, this final EIS presents the preferred alternative which would make improvements to the existing highway and possible bypasses at Chillicothe, Sparland, and Henry. Chillicothe would be bypassed on the west if that alternative were selected. North of Chillicothe, the proposed improvements would lie within the existing IL 29 alignment. To minimize community impacts and impacts to natural areas, alternative sections on new alignments could be provided west of Hopewell, Sparland, and Henry, and east of Putnam. More specifically, the proposed alternative would begin at the IL 6 interchange and extend northward to I-180 north of the Kentville Road intersection. Along the 10-mile stretch from IL 6 to a point north of Chillicothe, where the alignment would rejoin existing IL 29, a freeway section would be provided on a new alignment. From the proposed north Chillicothe interchange to the north project terminus, the project would provide a four-lane, divided expressway on a new alignment west of the community. Within the freeway section, access would be limited to grade-separated interchanges. Along the expressway, at-grade intersections would be permitted at crossroads and from residential and agricultural properties. POSITIVE IMPACTS: The project would enhance continuity and improve safety and travel efficiency within the IL 29 corridor between Mossville and I-180 north of Kentville Road. Transportation continuity and modal interrelationships would be improved. The improved facility would enhance north-south highway access west of the Illinois River between IL 29 and I-180, improve travel efficiency, and enhance the economic stability and development of the region. NEGATIVE IMPACTS: Development of 1,784 acres of new rights-of-way would displace 44 residences, four businesses, 86 outbuildings, 20 acres of wetlands, 122 acres of forested land, 1.2 acres within designated natural areas, 1,202 acres of farmland, and 1,027 acres of cropland. Twelve streams would be traversed. Approximately 746 acres of parcels would be landlocked by the project. The project would require the removal of Barville Bridge, a site eligible for inclusion in the National Register of Historic Places. Traffic-generated noise would exceed federal standards at four sensitive noise receptor sites. Construction workers would encounter five hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0414D, Volume 30, Number 3. JF - EPA number: 090158, Final EIS--498 pages and maps, Comments and Notes on Public Meetings--CD-ROM, May 12, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-01-F KW - Creeks KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826557?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FEDERAL-AID+PRIMARY+ROUTE+318%2C+ILLINOIS+ROUTE+29+FROM+ILLINOIS+6+TO+I-180%2C+PEORIA%2C+MARSHALL%2C+PUTNAM%2C+AND+BUREAU+COUNTIES%2C+ILLINOIS.&rft.title=FEDERAL-AID+PRIMARY+ROUTE+318%2C+ILLINOIS+ROUTE+29+FROM+ILLINOIS+6+TO+I-180%2C+PEORIA%2C+MARSHALL%2C+PUTNAM%2C+AND+BUREAU+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: May 12, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FEDERAL-AID PRIMARY ROUTE 318, ILLINOIS ROUTE 29 FROM ILLINOIS 6 TO I-180, PEORIA, MARSHALL, PUTNAM, AND BUREAU COUNTIES, ILLINOIS. [Part 1 of 4] T2 - FEDERAL-AID PRIMARY ROUTE 318, ILLINOIS ROUTE 29 FROM ILLINOIS 6 TO I-180, PEORIA, MARSHALL, PUTNAM, AND BUREAU COUNTIES, ILLINOIS. AN - 756826542; 13882-090158_0001 AB - PURPOSE: The improvement of Illinois 29 (IL 29; Federal-Aid Primary 318) from IL 6 to Interstate 180 (I-180) in Peoria, Marshall, Putnam, and Bureau counties, Illinois is proposed. The 35-mile study corridor includes the major communities of Chillicothe, Sparland, Putnam, and Henry as well as smaller communities, including Mossville, Rome, Hopewell, and Lacon. In addition to the No Action Alternative, this final EIS presents the preferred alternative which would make improvements to the existing highway and possible bypasses at Chillicothe, Sparland, and Henry. Chillicothe would be bypassed on the west if that alternative were selected. North of Chillicothe, the proposed improvements would lie within the existing IL 29 alignment. To minimize community impacts and impacts to natural areas, alternative sections on new alignments could be provided west of Hopewell, Sparland, and Henry, and east of Putnam. More specifically, the proposed alternative would begin at the IL 6 interchange and extend northward to I-180 north of the Kentville Road intersection. Along the 10-mile stretch from IL 6 to a point north of Chillicothe, where the alignment would rejoin existing IL 29, a freeway section would be provided on a new alignment. From the proposed north Chillicothe interchange to the north project terminus, the project would provide a four-lane, divided expressway on a new alignment west of the community. Within the freeway section, access would be limited to grade-separated interchanges. Along the expressway, at-grade intersections would be permitted at crossroads and from residential and agricultural properties. POSITIVE IMPACTS: The project would enhance continuity and improve safety and travel efficiency within the IL 29 corridor between Mossville and I-180 north of Kentville Road. Transportation continuity and modal interrelationships would be improved. The improved facility would enhance north-south highway access west of the Illinois River between IL 29 and I-180, improve travel efficiency, and enhance the economic stability and development of the region. NEGATIVE IMPACTS: Development of 1,784 acres of new rights-of-way would displace 44 residences, four businesses, 86 outbuildings, 20 acres of wetlands, 122 acres of forested land, 1.2 acres within designated natural areas, 1,202 acres of farmland, and 1,027 acres of cropland. Twelve streams would be traversed. Approximately 746 acres of parcels would be landlocked by the project. The project would require the removal of Barville Bridge, a site eligible for inclusion in the National Register of Historic Places. Traffic-generated noise would exceed federal standards at four sensitive noise receptor sites. Construction workers would encounter five hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0414D, Volume 30, Number 3. JF - EPA number: 090158, Final EIS--498 pages and maps, Comments and Notes on Public Meetings--CD-ROM, May 12, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-01-F KW - Creeks KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826542?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FEDERAL-AID+PRIMARY+ROUTE+318%2C+ILLINOIS+ROUTE+29+FROM+ILLINOIS+6+TO+I-180%2C+PEORIA%2C+MARSHALL%2C+PUTNAM%2C+AND+BUREAU+COUNTIES%2C+ILLINOIS.&rft.title=FEDERAL-AID+PRIMARY+ROUTE+318%2C+ILLINOIS+ROUTE+29+FROM+ILLINOIS+6+TO+I-180%2C+PEORIA%2C+MARSHALL%2C+PUTNAM%2C+AND+BUREAU+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: May 12, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FEDERAL-AID PRIMARY ROUTE 318, ILLINOIS ROUTE 29 FROM ILLINOIS 6 TO I-180, PEORIA, MARSHALL, PUTNAM, AND BUREAU COUNTIES, ILLINOIS. [Part 4 of 4] T2 - FEDERAL-AID PRIMARY ROUTE 318, ILLINOIS ROUTE 29 FROM ILLINOIS 6 TO I-180, PEORIA, MARSHALL, PUTNAM, AND BUREAU COUNTIES, ILLINOIS. AN - 756826310; 13882-090158_0004 AB - PURPOSE: The improvement of Illinois 29 (IL 29; Federal-Aid Primary 318) from IL 6 to Interstate 180 (I-180) in Peoria, Marshall, Putnam, and Bureau counties, Illinois is proposed. The 35-mile study corridor includes the major communities of Chillicothe, Sparland, Putnam, and Henry as well as smaller communities, including Mossville, Rome, Hopewell, and Lacon. In addition to the No Action Alternative, this final EIS presents the preferred alternative which would make improvements to the existing highway and possible bypasses at Chillicothe, Sparland, and Henry. Chillicothe would be bypassed on the west if that alternative were selected. North of Chillicothe, the proposed improvements would lie within the existing IL 29 alignment. To minimize community impacts and impacts to natural areas, alternative sections on new alignments could be provided west of Hopewell, Sparland, and Henry, and east of Putnam. More specifically, the proposed alternative would begin at the IL 6 interchange and extend northward to I-180 north of the Kentville Road intersection. Along the 10-mile stretch from IL 6 to a point north of Chillicothe, where the alignment would rejoin existing IL 29, a freeway section would be provided on a new alignment. From the proposed north Chillicothe interchange to the north project terminus, the project would provide a four-lane, divided expressway on a new alignment west of the community. Within the freeway section, access would be limited to grade-separated interchanges. Along the expressway, at-grade intersections would be permitted at crossroads and from residential and agricultural properties. POSITIVE IMPACTS: The project would enhance continuity and improve safety and travel efficiency within the IL 29 corridor between Mossville and I-180 north of Kentville Road. Transportation continuity and modal interrelationships would be improved. The improved facility would enhance north-south highway access west of the Illinois River between IL 29 and I-180, improve travel efficiency, and enhance the economic stability and development of the region. NEGATIVE IMPACTS: Development of 1,784 acres of new rights-of-way would displace 44 residences, four businesses, 86 outbuildings, 20 acres of wetlands, 122 acres of forested land, 1.2 acres within designated natural areas, 1,202 acres of farmland, and 1,027 acres of cropland. Twelve streams would be traversed. Approximately 746 acres of parcels would be landlocked by the project. The project would require the removal of Barville Bridge, a site eligible for inclusion in the National Register of Historic Places. Traffic-generated noise would exceed federal standards at four sensitive noise receptor sites. Construction workers would encounter five hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0414D, Volume 30, Number 3. JF - EPA number: 090158, Final EIS--498 pages and maps, Comments and Notes on Public Meetings--CD-ROM, May 12, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-01-F KW - Creeks KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826310?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FEDERAL-AID+PRIMARY+ROUTE+318%2C+ILLINOIS+ROUTE+29+FROM+ILLINOIS+6+TO+I-180%2C+PEORIA%2C+MARSHALL%2C+PUTNAM%2C+AND+BUREAU+COUNTIES%2C+ILLINOIS.&rft.title=FEDERAL-AID+PRIMARY+ROUTE+318%2C+ILLINOIS+ROUTE+29+FROM+ILLINOIS+6+TO+I-180%2C+PEORIA%2C+MARSHALL%2C+PUTNAM%2C+AND+BUREAU+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: May 12, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FEDERAL-AID PRIMARY ROUTE 318, ILLINOIS ROUTE 29 FROM ILLINOIS 6 TO I-180, PEORIA, MARSHALL, PUTNAM, AND BUREAU COUNTIES, ILLINOIS. AN - 36346814; 13882 AB - PURPOSE: The improvement of Illinois 29 (IL 29; Federal-Aid Primary 318) from IL 6 to Interstate 180 (I-180) in Peoria, Marshall, Putnam, and Bureau counties, Illinois is proposed. The 35-mile study corridor includes the major communities of Chillicothe, Sparland, Putnam, and Henry as well as smaller communities, including Mossville, Rome, Hopewell, and Lacon. In addition to the No Action Alternative, this final EIS presents the preferred alternative which would make improvements to the existing highway and possible bypasses at Chillicothe, Sparland, and Henry. Chillicothe would be bypassed on the west if that alternative were selected. North of Chillicothe, the proposed improvements would lie within the existing IL 29 alignment. To minimize community impacts and impacts to natural areas, alternative sections on new alignments could be provided west of Hopewell, Sparland, and Henry, and east of Putnam. More specifically, the proposed alternative would begin at the IL 6 interchange and extend northward to I-180 north of the Kentville Road intersection. Along the 10-mile stretch from IL 6 to a point north of Chillicothe, where the alignment would rejoin existing IL 29, a freeway section would be provided on a new alignment. From the proposed north Chillicothe interchange to the north project terminus, the project would provide a four-lane, divided expressway on a new alignment west of the community. Within the freeway section, access would be limited to grade-separated interchanges. Along the expressway, at-grade intersections would be permitted at crossroads and from residential and agricultural properties. POSITIVE IMPACTS: The project would enhance continuity and improve safety and travel efficiency within the IL 29 corridor between Mossville and I-180 north of Kentville Road. Transportation continuity and modal interrelationships would be improved. The improved facility would enhance north-south highway access west of the Illinois River between IL 29 and I-180, improve travel efficiency, and enhance the economic stability and development of the region. NEGATIVE IMPACTS: Development of 1,784 acres of new rights-of-way would displace 44 residences, four businesses, 86 outbuildings, 20 acres of wetlands, 122 acres of forested land, 1.2 acres within designated natural areas, 1,202 acres of farmland, and 1,027 acres of cropland. Twelve streams would be traversed. Approximately 746 acres of parcels would be landlocked by the project. The project would require the removal of Barville Bridge, a site eligible for inclusion in the National Register of Historic Places. Traffic-generated noise would exceed federal standards at four sensitive noise receptor sites. Construction workers would encounter five hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0414D, Volume 30, Number 3. JF - EPA number: 090158, Final EIS--498 pages and maps, Comments and Notes on Public Meetings--CD-ROM, May 12, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-01-F KW - Creeks KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346814?accountid=14244 L2 - http://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=2009-05-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FEDERAL-AID+PRIMARY+ROUTE+318%2C+ILLINOIS+ROUTE+29+FROM+ILLINOIS+6+TO+I-180%2C+PEORIA%2C+MARSHALL%2C+PUTNAM%2C+AND+BUREAU+COUNTIES%2C+ILLINOIS.&rft.title=FEDERAL-AID+PRIMARY+ROUTE+318%2C+ILLINOIS+ROUTE+29+FROM+ILLINOIS+6+TO+I-180%2C+PEORIA%2C+MARSHALL%2C+PUTNAM%2C+AND+BUREAU+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: May 12, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT; SECTION 2, OAKLAND CITY TO WASHINGTON, INDIANA (REVISED TIER 2 DRAFT ENVIRONMENTAL IMPACT STATEMENT). [Part 2 of 3] T2 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT; SECTION 2, OAKLAND CITY TO WASHINGTON, INDIANA (REVISED TIER 2 DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 756825146; 13874-090150_0002 AB - PURPOSE: The construction of a 29-mile section of Interstate 69 (I-69) in Indiana from State Route (SR) 64 at Oakland City to US 50 in Washington is proposed. This revised draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The Corridor, which is part of the expanding Oakland City/Washington urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project Corridor has been divided into nine subsections for the presentation of the three alignment alternatives under consideration. The subsection break points occur at major natural barriers, such as major river crossings at the Patoka River and the East Fork of the White River, which are also county boundary lines, and at locations where alternatives overlap, allowing a transition from one Alternative to the other. Thirteen conceptual interchange locations were considered initially, four locations being chosen after screening; these locations are SR 61/56, North Pike County, South Daviess County, and US 50. All impact data for alternatives consider the impacts of all four interchanges. The typical freeway cross-section would consist of two 12-foot lanes in each direction flanked by 11-foot outside and five-foot inside shoulders and separated by a 60-foot depressed median within an overall rights-of-way of 320 feet. In addition to the three alignment alternatives, this draft EIS considers a No-Build Alternative. Estimated costs of alternatives A and B and the preferred range from $454.4 million to $557.9 million; the estimated cost of the preferred Alternative ranges from $454.5 million to $552.9 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the Corridor study area. Economic performance in the area served by the freeway would be boosted NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace numerous residences, possibly one business, and extensive land acreage, including wetlands, forest, and farmland. The project would require realignment of several miles of stream channel and encroach substantially on floodplain lands. The project would adversely affect the Patoka Bridges Historic District, including visual impacts to the historic SR 257 bridge over Vaele Creek. The archaeological resource survey has not yet been completed. Rights-of-way development and motor vehicle use within the Corridor could significantly impact habitat for the Indiana Bat and bald eagle, both federally protected species. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the original draft EIS, see 07-0122D, Volume 31, Number 1. For the abstracts of the Tier 1 draft and final EISs, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstracts of the draft and final EISs on Section 1 of the project, extending from Evansville to Oakland City, see 07-0122D, Volume 31, Number 1 and 07-0483F, Volume 31, Number 4, respectively. For the abstract of the final EIS on Section 3 of the project, extending from Washington to Crane Naval Surface Warfare Center, see 09-0097F, Volume 33, Number 1. JF - EPA number: 090150, Revised Draft EIS--1,099 pages, Appendices--CD-ROM, May 7, 2009 PY - 2009 VL - 2 KW - Water KW - Agency number: FHWA-IN-EIS-09-01-D KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Assessments KW - Birds KW - Bridges KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Relocations-Property Acquisitions KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825146?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT%3B+SECTION+2%2C+OAKLAND+CITY+TO+WASHINGTON%2C+INDIANA+%28REVISED+TIER+2+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT%3B+SECTION+2%2C+OAKLAND+CITY+TO+WASHINGTON%2C+INDIANA+%28REVISED+TIER+2+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: May 7, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT; SECTION 2, OAKLAND CITY TO WASHINGTON, INDIANA (REVISED TIER 2 DRAFT ENVIRONMENTAL IMPACT STATEMENT). [Part 1 of 3] T2 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT; SECTION 2, OAKLAND CITY TO WASHINGTON, INDIANA (REVISED TIER 2 DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 756825131; 13874-090150_0001 AB - PURPOSE: The construction of a 29-mile section of Interstate 69 (I-69) in Indiana from State Route (SR) 64 at Oakland City to US 50 in Washington is proposed. This revised draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The Corridor, which is part of the expanding Oakland City/Washington urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project Corridor has been divided into nine subsections for the presentation of the three alignment alternatives under consideration. The subsection break points occur at major natural barriers, such as major river crossings at the Patoka River and the East Fork of the White River, which are also county boundary lines, and at locations where alternatives overlap, allowing a transition from one Alternative to the other. Thirteen conceptual interchange locations were considered initially, four locations being chosen after screening; these locations are SR 61/56, North Pike County, South Daviess County, and US 50. All impact data for alternatives consider the impacts of all four interchanges. The typical freeway cross-section would consist of two 12-foot lanes in each direction flanked by 11-foot outside and five-foot inside shoulders and separated by a 60-foot depressed median within an overall rights-of-way of 320 feet. In addition to the three alignment alternatives, this draft EIS considers a No-Build Alternative. Estimated costs of alternatives A and B and the preferred range from $454.4 million to $557.9 million; the estimated cost of the preferred Alternative ranges from $454.5 million to $552.9 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the Corridor study area. Economic performance in the area served by the freeway would be boosted NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace numerous residences, possibly one business, and extensive land acreage, including wetlands, forest, and farmland. The project would require realignment of several miles of stream channel and encroach substantially on floodplain lands. The project would adversely affect the Patoka Bridges Historic District, including visual impacts to the historic SR 257 bridge over Vaele Creek. The archaeological resource survey has not yet been completed. Rights-of-way development and motor vehicle use within the Corridor could significantly impact habitat for the Indiana Bat and bald eagle, both federally protected species. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the original draft EIS, see 07-0122D, Volume 31, Number 1. For the abstracts of the Tier 1 draft and final EISs, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstracts of the draft and final EISs on Section 1 of the project, extending from Evansville to Oakland City, see 07-0122D, Volume 31, Number 1 and 07-0483F, Volume 31, Number 4, respectively. For the abstract of the final EIS on Section 3 of the project, extending from Washington to Crane Naval Surface Warfare Center, see 09-0097F, Volume 33, Number 1. JF - EPA number: 090150, Revised Draft EIS--1,099 pages, Appendices--CD-ROM, May 7, 2009 PY - 2009 VL - 1 KW - Water KW - Agency number: FHWA-IN-EIS-09-01-D KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Assessments KW - Birds KW - Bridges KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Relocations-Property Acquisitions KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825131?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT%3B+SECTION+2%2C+OAKLAND+CITY+TO+WASHINGTON%2C+INDIANA+%28REVISED+TIER+2+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT%3B+SECTION+2%2C+OAKLAND+CITY+TO+WASHINGTON%2C+INDIANA+%28REVISED+TIER+2+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: May 7, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT; SECTION 2, OAKLAND CITY TO WASHINGTON, INDIANA (REVISED TIER 2 DRAFT ENVIRONMENTAL IMPACT STATEMENT). [Part 3 of 3] T2 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT; SECTION 2, OAKLAND CITY TO WASHINGTON, INDIANA (REVISED TIER 2 DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 756824932; 13874-090150_0003 AB - PURPOSE: The construction of a 29-mile section of Interstate 69 (I-69) in Indiana from State Route (SR) 64 at Oakland City to US 50 in Washington is proposed. This revised draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The Corridor, which is part of the expanding Oakland City/Washington urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project Corridor has been divided into nine subsections for the presentation of the three alignment alternatives under consideration. The subsection break points occur at major natural barriers, such as major river crossings at the Patoka River and the East Fork of the White River, which are also county boundary lines, and at locations where alternatives overlap, allowing a transition from one Alternative to the other. Thirteen conceptual interchange locations were considered initially, four locations being chosen after screening; these locations are SR 61/56, North Pike County, South Daviess County, and US 50. All impact data for alternatives consider the impacts of all four interchanges. The typical freeway cross-section would consist of two 12-foot lanes in each direction flanked by 11-foot outside and five-foot inside shoulders and separated by a 60-foot depressed median within an overall rights-of-way of 320 feet. In addition to the three alignment alternatives, this draft EIS considers a No-Build Alternative. Estimated costs of alternatives A and B and the preferred range from $454.4 million to $557.9 million; the estimated cost of the preferred Alternative ranges from $454.5 million to $552.9 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the Corridor study area. Economic performance in the area served by the freeway would be boosted NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace numerous residences, possibly one business, and extensive land acreage, including wetlands, forest, and farmland. The project would require realignment of several miles of stream channel and encroach substantially on floodplain lands. The project would adversely affect the Patoka Bridges Historic District, including visual impacts to the historic SR 257 bridge over Vaele Creek. The archaeological resource survey has not yet been completed. Rights-of-way development and motor vehicle use within the Corridor could significantly impact habitat for the Indiana Bat and bald eagle, both federally protected species. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the original draft EIS, see 07-0122D, Volume 31, Number 1. For the abstracts of the Tier 1 draft and final EISs, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstracts of the draft and final EISs on Section 1 of the project, extending from Evansville to Oakland City, see 07-0122D, Volume 31, Number 1 and 07-0483F, Volume 31, Number 4, respectively. For the abstract of the final EIS on Section 3 of the project, extending from Washington to Crane Naval Surface Warfare Center, see 09-0097F, Volume 33, Number 1. JF - EPA number: 090150, Revised Draft EIS--1,099 pages, Appendices--CD-ROM, May 7, 2009 PY - 2009 VL - 3 KW - Water KW - Agency number: FHWA-IN-EIS-09-01-D KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Assessments KW - Birds KW - Bridges KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Relocations-Property Acquisitions KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824932?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT%3B+SECTION+2%2C+OAKLAND+CITY+TO+WASHINGTON%2C+INDIANA+%28REVISED+TIER+2+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT%3B+SECTION+2%2C+OAKLAND+CITY+TO+WASHINGTON%2C+INDIANA+%28REVISED+TIER+2+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: May 7, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT; SECTION 2, OAKLAND CITY TO WASHINGTON, INDIANA (REVISED TIER 2 DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 36343894; 13874 AB - PURPOSE: The construction of a 29-mile section of Interstate 69 (I-69) in Indiana from State Route (SR) 64 at Oakland City to US 50 in Washington is proposed. This revised draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The Corridor, which is part of the expanding Oakland City/Washington urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project Corridor has been divided into nine subsections for the presentation of the three alignment alternatives under consideration. The subsection break points occur at major natural barriers, such as major river crossings at the Patoka River and the East Fork of the White River, which are also county boundary lines, and at locations where alternatives overlap, allowing a transition from one Alternative to the other. Thirteen conceptual interchange locations were considered initially, four locations being chosen after screening; these locations are SR 61/56, North Pike County, South Daviess County, and US 50. All impact data for alternatives consider the impacts of all four interchanges. The typical freeway cross-section would consist of two 12-foot lanes in each direction flanked by 11-foot outside and five-foot inside shoulders and separated by a 60-foot depressed median within an overall rights-of-way of 320 feet. In addition to the three alignment alternatives, this draft EIS considers a No-Build Alternative. Estimated costs of alternatives A and B and the preferred range from $454.4 million to $557.9 million; the estimated cost of the preferred Alternative ranges from $454.5 million to $552.9 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the Corridor study area. Economic performance in the area served by the freeway would be boosted NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace numerous residences, possibly one business, and extensive land acreage, including wetlands, forest, and farmland. The project would require realignment of several miles of stream channel and encroach substantially on floodplain lands. The project would adversely affect the Patoka Bridges Historic District, including visual impacts to the historic SR 257 bridge over Vaele Creek. The archaeological resource survey has not yet been completed. Rights-of-way development and motor vehicle use within the Corridor could significantly impact habitat for the Indiana Bat and bald eagle, both federally protected species. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the original draft EIS, see 07-0122D, Volume 31, Number 1. For the abstracts of the Tier 1 draft and final EISs, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstracts of the draft and final EISs on Section 1 of the project, extending from Evansville to Oakland City, see 07-0122D, Volume 31, Number 1 and 07-0483F, Volume 31, Number 4, respectively. For the abstract of the final EIS on Section 3 of the project, extending from Washington to Crane Naval Surface Warfare Center, see 09-0097F, Volume 33, Number 1. JF - EPA number: 090150, Revised Draft EIS--1,099 pages, Appendices--CD-ROM, May 7, 2009 PY - 2009 KW - Water KW - Agency number: FHWA-IN-EIS-09-01-D KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Assessments KW - Birds KW - Bridges KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Relocations-Property Acquisitions KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36343894?accountid=14244 L2 - http://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=2009-05-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT%3B+SECTION+2%2C+OAKLAND+CITY+TO+WASHINGTON%2C+INDIANA+%28REVISED+TIER+2+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT%3B+SECTION+2%2C+OAKLAND+CITY+TO+WASHINGTON%2C+INDIANA+%28REVISED+TIER+2+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: May 7, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Controlling Invasive Species through Better Ballast Water Management T2 - 16th Annual International Conference on the St. Lawrence River/Great Lakes Ecosystem AN - 41759921; 5045025 JF - 16th Annual International Conference on the St. Lawrence River/Great Lakes Ecosystem AU - Johnson Jr, Collister AU - Corfe, Dick Y1 - 2009/05/05/ PY - 2009 DA - 2009 May 05 KW - Invasive species KW - Water management KW - Ballast KW - Introduced species KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41759921?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=16th+Annual+International+Conference+on+the+St.+Lawrence+River%2FGreat+Lakes+Ecosystem&rft.atitle=Controlling+Invasive+Species+through+Better+Ballast+Water+Management&rft.au=Johnson+Jr%2C+Collister%3BCorfe%2C+Dick&rft.aulast=Johnson+Jr&rft.aufirst=Collister&rft.date=2009-05-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=16th+Annual+International+Conference+on+the+St.+Lawrence+River%2FGreat+Lakes+Ecosystem&rft.issn=&rft_id=info:doi/ L2 - http://riverinstitute.ca/events/Conference2009/program/Conference%20Pr ogram%202009v4.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Transportation NEPA Documents and Climate Change: What the Future May Hold T2 - 34th Annual Conference of the National Association of Environmental Professionals (NAEP 2009) AN - 41766925; 5034362 JF - 34th Annual Conference of the National Association of Environmental Professionals (NAEP 2009) AU - Batac, Tiffany AU - Lovegrove, Alice AU - McLaughlin, Anne AU - Wagner, Fred Y1 - 2009/05/03/ PY - 2009 DA - 2009 May 03 KW - Climatic changes KW - Transportation KW - Nepa KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41766925?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=34th+Annual+Conference+of+the+National+Association+of+Environmental+Professionals+%28NAEP+2009%29&rft.atitle=Transportation+NEPA+Documents+and+Climate+Change%3A+What+the+Future+May+Hold&rft.au=Batac%2C+Tiffany%3BLovegrove%2C+Alice%3BMcLaughlin%2C+Anne%3BWagner%2C+Fred&rft.aulast=Batac&rft.aufirst=Tiffany&rft.date=2009-05-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=34th+Annual+Conference+of+the+National+Association+of+Environmental+Professionals+%28NAEP+2009%29&rft.issn=&rft_id=info:doi/ L2 - http://www.naep.org/AM/Template.cfm?Section=2009_Conference1&Template= /CM/ContentDisplay.cfm&ContentID=2734 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - SR 179 Corridor Development Program in the Sedona/Red Rock Region of North Central Arizona - Streamlining the NEPA Review Process T2 - 34th Annual Conference of the National Association of Environmental Professionals (NAEP 2009) AN - 41765471; 5034421 JF - 34th Annual Conference of the National Association of Environmental Professionals (NAEP 2009) AU - Burkhalter, Carl AU - McNamara, John AU - Boschen, Steve Y1 - 2009/05/03/ PY - 2009 DA - 2009 May 03 KW - USA, Arizona KW - Reviews KW - Nepa KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41765471?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=34th+Annual+Conference+of+the+National+Association+of+Environmental+Professionals+%28NAEP+2009%29&rft.atitle=SR+179+Corridor+Development+Program+in+the+Sedona%2FRed+Rock+Region+of+North+Central+Arizona+-+Streamlining+the+NEPA+Review+Process&rft.au=Burkhalter%2C+Carl%3BMcNamara%2C+John%3BBoschen%2C+Steve&rft.aulast=Burkhalter&rft.aufirst=Carl&rft.date=2009-05-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=34th+Annual+Conference+of+the+National+Association+of+Environmental+Professionals+%28NAEP+2009%29&rft.issn=&rft_id=info:doi/ L2 - http://www.naep.org/AM/Template.cfm?Section=2009_Conference1&Template= /CM/ContentDisplay.cfm&ContentID=2734 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - JOUR T1 - The FAA's Postmortem Forensic Toxicology Self-Evaluated Proficiency Test Program: The Second Seven Years AN - 744622649; 13153722 AB - During toxicological evaluations of samples from fatally injured pilots involved in civil aviation accidents, a high degree of quality control/quality assurance (QC/QA) is maintained. Under this philosophy, the Federal Aviation Administration (FAA) started a forensic toxicology proficiency-testing (PT) program in July 1991. In continuation of the first seven years of the PT findings reported earlier, PT findings of the next seven years are summarized herein. Twenty-eight survey samples (12 urine, 9 blood, and 7 tissue homogenate) with/without alcohols/volatiles, drugs, and/or putrefactive amine(s) were submitted to an average of 31 laboratories, of which an average of 25 participants returned their results. Analytes in survey samples were correctly identified and quantitated by a large number of participants, but some false positives of concern were reported. It is anticipated that the FAA's PT program will continue to serve the forensic toxicology community through this important part of the QC/QA for laboratory accreditations. JF - Journal of Analytical Toxicology AU - Chaturvedi, Arvind K AU - Craft, Kristi J AU - Cardona, Patrick S AU - Rogers, Paul B AU - Canfield, Dennis V AD - Bioaeronautical Sciences Research Laboratory (AAM-610), Aerospace Medical Research Division, Civil Aerospace Medical Institute, Federal Aviation Administration, U.S. Department of Transportation, P.O. Box 25082, Oklahoma City, Oklahoma 73125-5066 Y1 - 2009/05// PY - 2009 DA - May 2009 SP - 229 EP - 236 PB - Preston Publications, Inc., 6600 W. Touhy Ave. Niles IL 60714 USA VL - 33 IS - 4 SN - 0146-4760, 0146-4760 KW - Toxicology Abstracts KW - Blood KW - Accidents KW - Urine KW - Volatiles KW - Quality control KW - Forensic science KW - alcohols KW - Philosophy KW - Drugs KW - X 24380:Social Poisons & Drug Abuse UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/744622649?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxicologyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Analytical+Toxicology&rft.atitle=The+FAA%27s+Postmortem+Forensic+Toxicology+Self-Evaluated+Proficiency+Test+Program%3A+The+Second+Seven+Years&rft.au=Chaturvedi%2C+Arvind+K%3BCraft%2C+Kristi+J%3BCardona%2C+Patrick+S%3BRogers%2C+Paul+B%3BCanfield%2C+Dennis+V&rft.aulast=Chaturvedi&rft.aufirst=Arvind&rft.date=2009-05-01&rft.volume=33&rft.issue=4&rft.spage=229&rft.isbn=&rft.btitle=&rft.title=Journal+of+Analytical+Toxicology&rft.issn=01464760&rft_id=info:doi/ L2 - http://www.ingentaconnect.com/content/pres/jat/2009/00000033/00000004/art00009 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-07-01 N1 - Last updated - 2015-03-31 N1 - SubjectsTermNotLitGenreText - Blood; Accidents; Volatiles; Urine; Quality control; alcohols; Forensic science; Philosophy; Drugs ER - TY - JOUR T1 - Vitreous fluid and/or urine glucose concentrations in 1335 civil aviation accident pilot fatalities. AN - 67251920; 19302385 AB - During aviation accident investigations, vitreous fluid and urine samples from pilot fatalities are analyzed for glucose and blood for hemoglobin A(1c) (HbA(1c)) to monitor diabetic pilots and to discover other pilots with undiagnosed/unreported diabetes. The prevalence of elevated glucose concentrations in fatally injured pilots was evaluated by searching the Civil Aerospace Medical Institute's Toxicology Database for the period 1998-2005. Out of 1335 pilots involving 363 vitreous fluid, 365 urine, and 607 vitreous fluid and urine analyses, 43 pilots had elevated glucose in vitreous fluid (>125 mg/dL) and/or in urine (>100 mg/dL). Of the 20 pilots whose blood samples were analyzed, nine had >6% HbA(1c)--four were known diabetics, and five were unknown diabetics. Urinary glucose levels were elevated in all 13 known hyperglycemic pilots. A considerable number of pilots (30 of 43) had elevated glucose and HbA(1c) (5 of 20), suggesting undiagnosed/unreported diabetic conditions. JF - Journal of forensic sciences AU - Chaturvedi, Arvind K AU - Botch, Sabra R AU - Canfield, Dennis V AU - Forster, Estrella M AD - Bioaeronautical Sciences Research Laboratory, Aerospace Medical Research Division, Civil Aerospace Medical Institute, Federal Aviation Administration, U.S. Department of Transportation, Oklahoma City, OK 73125-5066, USA. arvind.chaturvedi@faa.gov Y1 - 2009/05// PY - 2009 DA - May 2009 SP - 715 EP - 720 VL - 54 IS - 3 KW - Hemoglobin A, Glycosylated KW - 0 KW - hemoglobin A1c protein, human KW - Glucose KW - IY9XDZ35W2 KW - Index Medicus KW - United States KW - Hemoglobin A, Glycosylated -- analysis KW - Humans KW - Diabetes Mellitus -- epidemiology KW - Accidents, Aviation KW - Vitreous Body -- chemistry KW - Glucose -- analysis UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/67251920?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+forensic+sciences&rft.atitle=Vitreous+fluid+and%2For+urine+glucose+concentrations+in+1335+civil+aviation+accident+pilot+fatalities.&rft.au=Chaturvedi%2C+Arvind+K%3BBotch%2C+Sabra+R%3BCanfield%2C+Dennis+V%3BForster%2C+Estrella+M&rft.aulast=Chaturvedi&rft.aufirst=Arvind&rft.date=2009-05-01&rft.volume=54&rft.issue=3&rft.spage=715&rft.isbn=&rft.btitle=&rft.title=Journal+of+forensic+sciences&rft.issn=1556-4029&rft_id=info:doi/10.1111%2Fj.1556-4029.2009.01011.x LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2009-08-20 N1 - Date created - 2009-05-12 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 DO - http://dx.doi.org/10.1111/j.1556-4029.2009.01011.x ER - TY - JOUR T1 - January 5, 2009, State Route 14 milepost 8 rock fall, Cedar Canyon, Iron County, Utah AN - 50225814; 2009-088424 AB - On January 5, 2009, a large rock mass detached from a cliff in Cedar Canyon 8 miles east of Cedar City, Utah, and disintegrated into tens of large boulders and hundreds of smaller ones before burying approximately 750 feet of Utah State Route 14 (SR-14). Rock-fall volume was estimated at 60,000 yd3. The triggering mechanism was likely recurring freeze-thaw cycles and ice wedging in bedrock joints. Cedar Canyon incises the Markagunt Plateau at the transition between the Basin and Range and Colorado Plateau physiographic provinces. Deformed sedimentary rocks are exposed in the lower several miles of the canyon; however, at the rock-fall site, the canyon is in the Colorado Plateau proper, and rock units are largely undeformed, dipping a few degrees eastward. Site stratigraphy includes the cliff-forming Tibbet Canyon Member of the Straight Cliffs Formation, which sourced the rock fall, underlain by the slope-forming Tropic Shale and Dakota Formation, all Cretaceous in age. The 600-foot-thick Tibbet Canyon is limey sandstone, the 30-foot-thick Tropic is sandy mudstone and muddy sandstone, and the >600-foot-thick Dakota is mostly mudstone. Just west of the rock fall, SR-14 begins climbing the south wall of Cedar Canyon. The Tropic Shale and Dakota Formation are susceptible to landsliding, and SR-14 crosses a large rotational landslide at the rock-fall site. The rock mass that detached from the overlying cliff fell onto the landslide below. There was no evidence of renewed landslide movement. A magnitude 1.7 earthquake occurred at 6:04 p.m. in Cedar Canyon--11 minutes before the Iron County Sheriff's dispatch received notification of the rock fall. The University of Utah Seismograph Stations stated that the rock fall may have caused the earthquake. The seismic waveforms are atypical for a tectonic earthquake, and large solution uncertainty allows for a surface origin. Other constraints on event timing are a Utah Department of Transportation (UDOT) snowplow that passed through the area at 5:30 p.m. and the 911 call at 6:15 p.m. UDOT began clearing and repair of SR-14 immediately, and the highway was reopened six days later. UDOT also installed concrete Jersey barriers to reduce the potential for boulders remaining on the slope above the road to reach the roadway in the future. JF - Abstracts with Programs - Geological Society of America AU - Lund, William R AU - Knudsen, Tyler R AU - Brown, Keith E AU - Anonymous Y1 - 2009/05// PY - 2009 DA - May 2009 SP - 46 PB - Geological Society of America (GSA), Boulder, CO VL - 41 IS - 6 SN - 0016-7592, 0016-7592 KW - United States KW - geologic hazards KW - Cretaceous KW - Straight Cliffs Formation KW - freezing KW - Upper Cretaceous KW - rock mechanics KW - Tropic Shale KW - sedimentary rocks KW - seismicity KW - mass movements KW - Cedar Canyon KW - Tibbet Canyon Member KW - rockfalls KW - Colorado Plateau KW - thawing KW - Mesozoic KW - Iron County Utah KW - Dakota Formation KW - risk assessment KW - Utah KW - slope stability KW - earthquakes KW - roads KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50225814?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=January+5%2C+2009%2C+State+Route+14+milepost+8+rock+fall%2C+Cedar+Canyon%2C+Iron+County%2C+Utah&rft.au=Lund%2C+William+R%3BKnudsen%2C+Tyler+R%3BBrown%2C+Keith+E%3BAnonymous&rft.aulast=Lund&rft.aufirst=William&rft.date=2009-05-01&rft.volume=41&rft.issue=6&rft.spage=46&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Rocky Mountain Section, 61st annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2009-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Cedar Canyon; Colorado Plateau; Cretaceous; Dakota Formation; earthquakes; freezing; geologic hazards; Iron County Utah; mass movements; Mesozoic; risk assessment; roads; rock mechanics; rockfalls; sedimentary rocks; seismicity; slope stability; Straight Cliffs Formation; thawing; Tibbet Canyon Member; Tropic Shale; United States; Upper Cretaceous; Utah ER - TY - JOUR T1 - Entry behaviour and financial distress: an empirical analysis of the US domestic airline industry AN - 37156998; 3872634 AB - This paper tests the empirical link between a firm's financial conditions and its probability of entering new markets in the US airline industry. The analysis is conducted using airline data from the top 500 airport-pairs during the period between 1993 and 2003. The result shows that a legacy carrier is less likely to enter new airport-pairs when its leverage increases. On the other hand, there is little evidence of such link for a low-cost carrier. JF - Journal of transport economics and policy AU - Liu, Chia-Mei AD - US Department of Transportation Y1 - 2009/05// PY - 2009 DA - May 2009 SP - 237 EP - 256 VL - 43 IS - 2 SN - 0022-5258, 0022-5258 KW - Economics KW - Probability KW - Market entry KW - Airlines KW - Air transport KW - Transport economics KW - Empirical research KW - U.S.A. KW - Industry KW - Policy studies UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/37156998?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aibss&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+transport+economics+and+policy&rft.atitle=Entry+behaviour+and+financial+distress%3A+an+empirical+analysis+of+the+US+domestic+airline+industry&rft.au=Liu%2C+Chia-Mei&rft.aulast=Liu&rft.aufirst=Chia-Mei&rft.date=2009-05-01&rft.volume=43&rft.issue=2&rft.spage=237&rft.isbn=&rft.btitle=&rft.title=Journal+of+transport+economics+and+policy&rft.issn=00225258&rft_id=info:doi/ LA - English DB - International Bibliography of the Social Sciences (IBSS) N1 - Date revised - 2013-06-12 N1 - Last updated - 2013-09-16 N1 - SubjectsTermNotLitGenreText - 9628; 4200 10902; 897 12937; 900 896 12889 12937; 10214 12224 971; 7720; 6431; 12940 4025; 433 293 14 ER - TY - RPRT T1 - Safe Practices, Operating Rule Compliance, and Derailment Rates Improve at Union Pacific Yards with STEEL Process A Risk Reduction Approach to Safety AN - 21112247; 11332604 AB - After the success of the Federal Railroad Administration (FRA) Human Factors Program demonstration project at Union Pacific (UP) Railroad's San Antonio Service Unit (SASU), which focused on managers and road crews with a proactive safety risk reduction method called Clear Signal for Action (CSA) [1], the Livonia Service Unit (LVSU) applied the same method to managers and switching-yard crews in Spring 2006, hoping to improve safety and safety culture. The LVSU project, entitled Safety Through Employees Exercising Leadership (STEEL), has focused mostly on the Avondale Yard. CSA combines behavior-based safety, continuous improvement, and safety leadership. With sponsorship from FRA, Behavioral Science Technology Inc. is instructing and advising on the implementation of STEEL. In addition to sponsoring the CSA implementation, FRA is sponsoring a lessons-learned team (LLT) to examine what is necessary to implement CSA successfully, the impact on safety, and what factors help to sustain it. The impact of STEEL on switching-yard crew practices is evaluated in this paper from four sources of data: (1) sampling data collected by workers as part of STEEL, (2) field training exercise (FTX) test results, (3) perceptions of workers and managers as reported in interviews, and (4) human factor derailments. The midterm results indicate an improvement in switching-yard practices. Sampling data show a significant increase in the percentage of safe behaviors, FTX test results show a significant improvement in the percentage of passes at the Avondale Yard, and in interviews, workers and managers reported similar improvements as well as improved labor-management relations. Moreover, a significant reduction in human factor derailments at Avondale yard suggests improved safety. Overall these midterm results provide evidence that the collaborative labor and management efforts of STEEL in the Avondale Yard are effective in reducing risk - promoting safer practices, improving labor-management relations, and better safety outcomes. JF - Safe Practices, Operating Rule Compliance, and Derailment Rates Improve at Union Pacific Yards with STEEL Process A Risk Reduction Approach to Safety. [vp]. May 2009. Y1 - 2009/05// PY - 2009 DA - May 2009 PB - U.S. Department of Transportation, 1200 New Jersey Avenue SE Washington DC 20590 USA KW - Risk Abstracts; Health & Safety Science Abstracts KW - Training KW - Occupational safety KW - Compliance KW - risk reduction KW - Perception KW - USA, Texas, San Antonio KW - Railroads KW - Steel KW - Human factors KW - Technology KW - R2 23080:Industrial and labor KW - H 1000:Occupational Safety and Health UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21112247?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Risk+Abstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-05-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Safe+Practices%2C+Operating+Rule+Compliance%2C+and+Derailment+Rates+Improve+at+Union+Pacific+Yards+with+STEEL+Process+A+Risk+Reduction+Approach+to+Safety&rft.title=Safe+Practices%2C+Operating+Rule+Compliance%2C+and+Derailment+Rates+Improve+at+Union+Pacific+Yards+with+STEEL+Process+A+Risk+Reduction+Approach+to+Safety&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-01 N1 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Science & technology watch: Biofilms and Aerospace Medicine AN - 20681324; 9425713 AB - In a June 2008 commentary in JAMA entitled "Biofilms and Chronic Infections"by Wolcott and Ehrlich (JAMA 2008; 299:2682-4), the authors briefly reviewed biofilms as a major shift in the paradigm of understanding bacteria and the implications of understanding biofilms on treatment of chronic bacterial disease. Re-framing my concept of bacterial disease in the context of biofilm was eye-opening, not only for the implications for medicine in general but also for the aerospace environment and human performance. JF - Aviation, Space, and Environmental Medicine AU - Voll, De, JR AD - Medical Appeals Branch, Office of Aerospace Medicine, Federal Aviation Administration, Washington, DC, USA A2 - Shender, BS (ed) Y1 - 2009/05// PY - 2009 DA - May 2009 SP - 500 VL - 80 IS - 5 SN - 0095-6562, 0095-6562 KW - Microbiology Abstracts A: Industrial & Applied Microbiology; Microbiology Abstracts B: Bacteriology KW - Biofilms KW - A 01450:Environmental Pollution & Waste Treatment KW - J 02320:Cell Biology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20681324?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Amicrobiologyb&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=Science+%26amp%3B+technology+watch%3A+Biofilms+and+Aerospace+Medicine&rft.au=Voll%2C+De%2C+JR&rft.aulast=Voll&rft.aufirst=De&rft.date=2009-05-01&rft.volume=80&rft.issue=5&rft.spage=500&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/10.3357%2FASEM.21003.2009 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-09-01 N1 - Last updated - 2014-02-21 N1 - SubjectsTermNotLitGenreText - Biofilms DO - http://dx.doi.org/10.3357/ASEM.21003.2009 ER - TY - CPAPER T1 - The Comprehensive Plan for the Development of the Port District 1921: The Forgotton Purpose of the Port Authority of New York and New Jersey T2 - 63rd Annual Meeting of the New York State Political Science Association AN - 41778250; 5044295 JF - 63rd Annual Meeting of the New York State Political Science Association AU - Madden, John Y1 - 2009/04/24/ PY - 2009 DA - 2009 Apr 24 KW - USA, New Jersey KW - USA, New York KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41778250?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=63rd+Annual+Meeting+of+the+New+York+State+Political+Science+Association&rft.atitle=The+Comprehensive+Plan+for+the+Development+of+the+Port+District+1921%3A+The+Forgotton+Purpose+of+the+Port+Authority+of+New+York+and+New+Jersey&rft.au=Madden%2C+John&rft.aulast=Madden&rft.aufirst=John&rft.date=2009-04-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=63rd+Annual+Meeting+of+the+New+York+State+Political+Science+Association&rft.issn=&rft_id=info:doi/ L2 - http://www.nyspsa.org/images/NYSPSA09%20Detailed%20Session%20Listings_ 5.0.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - INTERSTATE 55 INTERCHANGE AT E.H. CRUMP BOULEVARD AND SOUTH RIVERSIDE BOULEVARD IN MEMPHIS, SHELBY COUNTY, TENNESSEE. [Part 1 of 1] T2 - INTERSTATE 55 INTERCHANGE AT E.H. CRUMP BOULEVARD AND SOUTH RIVERSIDE BOULEVARD IN MEMPHIS, SHELBY COUNTY, TENNESSEE. AN - 756825049; 13849-090127_0001 AB - PURPOSE: The improvement of the I-55 Interchange at E.H. Crump Boulevard (State Route 15/U.S. 64) and South Riverside Boulevard within the western edge of Memphis, Shelby County, Tennessee is proposed. I-55 is one of the major north-south transit corridors in the country and is utilized by high volumes of everyday local commuters and through traffic, including an abundance of commercial truck traffic. The current outdated cloverleaf design poses multiple safety and efficiency problems. The project corridor termini are the eastern terminus of the I-55 Mississippi River Bridge in Memphis on the north and a point near Wisconsin Avenue on the south. The project area consists of a 500-foot corridor extending along 1.5 miles of the existing I-55 alignment. Key issues identified during scoping include those related to impacts to the French Fort neighborhood and the timing of the buy-out of potentially displaced homeowners. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Alternative A would modify the I-55 interchange to improve traffic movements along and between the I-55 and McLemore interchange and the Mississippi River Bridge. The existing loop ramp in the southwest quadrant would be removed. Existing infrastructure would be utilized where feasible. This alternative would require the construction of three new structures and substantial retaining walls, and elimination of the existing ramps to the Metal Museum. Alternative B would implement the same basic design as Alternative A, but would incorporate modifications to address concerns over continuity for southbound I 55 motorists wishing to access E.H. Crump Boulevard immediately after crossing the Mississippi River. Southbound I-55 motorists would be provided continuous access to E.H. Crump Boulevard via an outside auxiliary road that would cross under the four-lane mainline structure. The two signalized intersections on Illinois Avenue proposed in Alternative A would be eliminated. Unlike Alternative A, this option would not include direct access to the residential and commercial properties on Illinois Avenue from I-55. However, it would provide the southwest quadrant with direct access to eastbound E.H. Crump Boulevard via an added lane that would connect to the outside auxiliary lane from southbound I-55. Both build alternatives would include flyover bridges for the main lanes of I-55 configured with a design speed of 50 miles per hour. Total estimated project costs for Alternatives A and B are $32.4 million and $31.6 million, respectively. POSITIVE IMPACTS: The project would resolve safety and capacity issues at the I-55 at Crump Boulevard Interchange. Congestion and the number of crashes would be reduced, and interstate route continuity would be restored. The proposed improvements would provide I-55 traffic with continuous free-flow mainline movements by eliminating the need to utilize one-lane exit/entrance ramps to remain on the interstate. Removal of the loop ramp in the southwest quadrant would improve safety by eliminating the associated weave movement in this area. NEGATIVE IMPACTS: Construction of the new interchange would result in the conversion of residential and commercial land located immediately southwest of the current interchange, including the northeast corner of the French Fort neighborhood. Alternative A would require relocation of seven residences and two businesses, while Alternative B would require relocation of nine residences and one business. One archaeological site would be impacted during construction. Alternatives A and B would result in noise impacts to 39 and 37 receptors, respectively. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090127, 217 pages and maps, April 21, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-08-01-D KW - Archaeological Sites KW - Highways KW - Highway Structures KW - Museums KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825049?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-04-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+55+INTERCHANGE+AT+E.H.+CRUMP+BOULEVARD+AND+SOUTH+RIVERSIDE+BOULEVARD+IN+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE.&rft.title=INTERSTATE+55+INTERCHANGE+AT+E.H.+CRUMP+BOULEVARD+AND+SOUTH+RIVERSIDE+BOULEVARD+IN+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: April 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 55 INTERCHANGE AT E.H. CRUMP BOULEVARD AND SOUTH RIVERSIDE BOULEVARD IN MEMPHIS, SHELBY COUNTY, TENNESSEE. AN - 36349692; 13849 AB - PURPOSE: The improvement of the I-55 Interchange at E.H. Crump Boulevard (State Route 15/U.S. 64) and South Riverside Boulevard within the western edge of Memphis, Shelby County, Tennessee is proposed. I-55 is one of the major north-south transit corridors in the country and is utilized by high volumes of everyday local commuters and through traffic, including an abundance of commercial truck traffic. The current outdated cloverleaf design poses multiple safety and efficiency problems. The project corridor termini are the eastern terminus of the I-55 Mississippi River Bridge in Memphis on the north and a point near Wisconsin Avenue on the south. The project area consists of a 500-foot corridor extending along 1.5 miles of the existing I-55 alignment. Key issues identified during scoping include those related to impacts to the French Fort neighborhood and the timing of the buy-out of potentially displaced homeowners. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Alternative A would modify the I-55 interchange to improve traffic movements along and between the I-55 and McLemore interchange and the Mississippi River Bridge. The existing loop ramp in the southwest quadrant would be removed. Existing infrastructure would be utilized where feasible. This alternative would require the construction of three new structures and substantial retaining walls, and elimination of the existing ramps to the Metal Museum. Alternative B would implement the same basic design as Alternative A, but would incorporate modifications to address concerns over continuity for southbound I 55 motorists wishing to access E.H. Crump Boulevard immediately after crossing the Mississippi River. Southbound I-55 motorists would be provided continuous access to E.H. Crump Boulevard via an outside auxiliary road that would cross under the four-lane mainline structure. The two signalized intersections on Illinois Avenue proposed in Alternative A would be eliminated. Unlike Alternative A, this option would not include direct access to the residential and commercial properties on Illinois Avenue from I-55. However, it would provide the southwest quadrant with direct access to eastbound E.H. Crump Boulevard via an added lane that would connect to the outside auxiliary lane from southbound I-55. Both build alternatives would include flyover bridges for the main lanes of I-55 configured with a design speed of 50 miles per hour. Total estimated project costs for Alternatives A and B are $32.4 million and $31.6 million, respectively. POSITIVE IMPACTS: The project would resolve safety and capacity issues at the I-55 at Crump Boulevard Interchange. Congestion and the number of crashes would be reduced, and interstate route continuity would be restored. The proposed improvements would provide I-55 traffic with continuous free-flow mainline movements by eliminating the need to utilize one-lane exit/entrance ramps to remain on the interstate. Removal of the loop ramp in the southwest quadrant would improve safety by eliminating the associated weave movement in this area. NEGATIVE IMPACTS: Construction of the new interchange would result in the conversion of residential and commercial land located immediately southwest of the current interchange, including the northeast corner of the French Fort neighborhood. Alternative A would require relocation of seven residences and two businesses, while Alternative B would require relocation of nine residences and one business. One archaeological site would be impacted during construction. Alternatives A and B would result in noise impacts to 39 and 37 receptors, respectively. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090127, 217 pages and maps, April 21, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-08-01-D KW - Archaeological Sites KW - Highways KW - Highway Structures KW - Museums KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349692?accountid=14244 L2 - http://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=2009-04-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+55+INTERCHANGE+AT+E.H.+CRUMP+BOULEVARD+AND+SOUTH+RIVERSIDE+BOULEVARD+IN+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE.&rft.title=INTERSTATE+55+INTERCHANGE+AT+E.H.+CRUMP+BOULEVARD+AND+SOUTH+RIVERSIDE+BOULEVARD+IN+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: April 21, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MONROE CONNECTOR/BYPASS FROM US 74 NEAR I 485 TO US 74 BETWEEN WINGATE AND MARSHVILLE, MECKLENBERG AND UNION COUNTIES, NORTH CAROLINA. [Part 1 of 4] T2 - MONROE CONNECTOR/BYPASS FROM US 74 NEAR I 485 TO US 74 BETWEEN WINGATE AND MARSHVILLE, MECKLENBERG AND UNION COUNTIES, NORTH CAROLINA. AN - 756826537; 13848-090126_0001 AB - PURPOSE: Construction of a 20-mile controlled-access toll road, to be known as the Monroe Connector/Bypass, extending from US 74 near I-485 in Mecklenberg County to US 74 between the towns of Wingate and Marshville in Union County, North Carolina is proposed. The project area lies southeast of Charlotte in the southern part of the Piedmont region. US 74 is the primary transportation route between Union County, the fastest growing county in North Carolina, and Mecklenberg County and Charlotte, the economic hub of the region. US 74 also serves as an important commercial corridor, with many residential, commercial, and employment centers having direct access to and from US 74. Approximately 63 percent of total crashes recorded for the 23 intersections along US 74 within the project study area involved rear-end collisions, indicating excessive traffic volumes and a substantial number of interruptions to traffic flow. A three-step alternative screening process was used to develop and evaluate a range of alternatives and to determine the detailed study alternatives. Preliminary corridor segments were developed, qualitatively assessed, and compared with respect to potential impacts. Segments with relatively high impacts were eliminated. Key issues identified during scoping include those related to noise, visual resources, air quality, and impacts to North Fork Crooked Creek. In addition to a No Build Alternative, 16 detailed study alternatives (DSAs) are considered in this draft EIS. Each DSA would have nine or ten interchanges and all would include an electronic toll system. DSA D, one of the shortest alternatives at 19.7 miles, is the recommended alternative and is comprised of DSA segments 2, 21, 30, 31, 36, 36A, and 40. Estimated cost of DSA D would range from $716 million to $850 million. POSITIVE IMPACTS: The proposed action would improve mobility and capacity within the project area by providing a facility for the US 74 corridor serving high-speed travel. Access to a toll road would relieve the congestion on US 74 where average travel speeds currently range from 20 to 30 miles per hour during the peak hour and are expected to decline. NEGATIVE IMPACTS: The proposed action would have indirect, adverse effects on water quality from soil erosion and sedimentation. Construction along the selected DSA's rights-of-way would result in loss of foraging and breeding habitat for various local wildlife species. The potential access improvements likely would increase residential suburbanization. All DSAs would require the relocation of residences and businesses, impacting nine neighborhoods. Implementation of DSA D would relocate 107 residences, 45 businesses, and three farms. The project could accelerate land use changes and change the character of neighborhoods. Natural resource impacts would include 499 acres of farmland, 450 acres of upland forest, 2.6 acres of ponds, 8.1 acres of wetlands, and 9,794 feet of perennial streams. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 090126, Volume 1--237 pages and maps, Appendices--198 pages, April 20, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-01-D KW - Creeks KW - Farmlands KW - Forests KW - Highways KW - Highway Structures [STS]Noise Assessments KW - Relocations-Property Acquisitions [STS]Roads [STS]Section 4(f) Statements [STS]Traffic Analyses [STS]Traffic Control KW - Transportation [STS]Visual Resources [STS]Wetlands KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826537?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-04-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MONROE+CONNECTOR%2FBYPASS+FROM+US+74+NEAR+I+485+TO+US+74+BETWEEN+WINGATE+AND+MARSHVILLE%2C+MECKLENBERG+AND+UNION+COUNTIES%2C+NORTH+CAROLINA.&rft.title=MONROE+CONNECTOR%2FBYPASS+FROM+US+74+NEAR+I+485+TO+US+74+BETWEEN+WINGATE+AND+MARSHVILLE%2C+MECKLENBERG+AND+UNION+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, DC; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: April 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MONROE CONNECTOR/BYPASS FROM US 74 NEAR I 485 TO US 74 BETWEEN WINGATE AND MARSHVILLE, MECKLENBERG AND UNION COUNTIES, NORTH CAROLINA. [Part 4 of 4] T2 - MONROE CONNECTOR/BYPASS FROM US 74 NEAR I 485 TO US 74 BETWEEN WINGATE AND MARSHVILLE, MECKLENBERG AND UNION COUNTIES, NORTH CAROLINA. AN - 756826291; 13848-090126_0004 AB - PURPOSE: Construction of a 20-mile controlled-access toll road, to be known as the Monroe Connector/Bypass, extending from US 74 near I-485 in Mecklenberg County to US 74 between the towns of Wingate and Marshville in Union County, North Carolina is proposed. The project area lies southeast of Charlotte in the southern part of the Piedmont region. US 74 is the primary transportation route between Union County, the fastest growing county in North Carolina, and Mecklenberg County and Charlotte, the economic hub of the region. US 74 also serves as an important commercial corridor, with many residential, commercial, and employment centers having direct access to and from US 74. Approximately 63 percent of total crashes recorded for the 23 intersections along US 74 within the project study area involved rear-end collisions, indicating excessive traffic volumes and a substantial number of interruptions to traffic flow. A three-step alternative screening process was used to develop and evaluate a range of alternatives and to determine the detailed study alternatives. Preliminary corridor segments were developed, qualitatively assessed, and compared with respect to potential impacts. Segments with relatively high impacts were eliminated. Key issues identified during scoping include those related to noise, visual resources, air quality, and impacts to North Fork Crooked Creek. In addition to a No Build Alternative, 16 detailed study alternatives (DSAs) are considered in this draft EIS. Each DSA would have nine or ten interchanges and all would include an electronic toll system. DSA D, one of the shortest alternatives at 19.7 miles, is the recommended alternative and is comprised of DSA segments 2, 21, 30, 31, 36, 36A, and 40. Estimated cost of DSA D would range from $716 million to $850 million. POSITIVE IMPACTS: The proposed action would improve mobility and capacity within the project area by providing a facility for the US 74 corridor serving high-speed travel. Access to a toll road would relieve the congestion on US 74 where average travel speeds currently range from 20 to 30 miles per hour during the peak hour and are expected to decline. NEGATIVE IMPACTS: The proposed action would have indirect, adverse effects on water quality from soil erosion and sedimentation. Construction along the selected DSA's rights-of-way would result in loss of foraging and breeding habitat for various local wildlife species. The potential access improvements likely would increase residential suburbanization. All DSAs would require the relocation of residences and businesses, impacting nine neighborhoods. Implementation of DSA D would relocate 107 residences, 45 businesses, and three farms. The project could accelerate land use changes and change the character of neighborhoods. Natural resource impacts would include 499 acres of farmland, 450 acres of upland forest, 2.6 acres of ponds, 8.1 acres of wetlands, and 9,794 feet of perennial streams. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 090126, Volume 1--237 pages and maps, Appendices--198 pages, April 20, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-01-D KW - Creeks KW - Farmlands KW - Forests KW - Highways KW - Highway Structures [STS]Noise Assessments KW - Relocations-Property Acquisitions [STS]Roads [STS]Section 4(f) Statements [STS]Traffic Analyses [STS]Traffic Control KW - Transportation [STS]Visual Resources [STS]Wetlands KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826291?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-04-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MONROE+CONNECTOR%2FBYPASS+FROM+US+74+NEAR+I+485+TO+US+74+BETWEEN+WINGATE+AND+MARSHVILLE%2C+MECKLENBERG+AND+UNION+COUNTIES%2C+NORTH+CAROLINA.&rft.title=MONROE+CONNECTOR%2FBYPASS+FROM+US+74+NEAR+I+485+TO+US+74+BETWEEN+WINGATE+AND+MARSHVILLE%2C+MECKLENBERG+AND+UNION+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, DC; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: April 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MONROE CONNECTOR/BYPASS FROM US 74 NEAR I 485 TO US 74 BETWEEN WINGATE AND MARSHVILLE, MECKLENBERG AND UNION COUNTIES, NORTH CAROLINA. [Part 3 of 4] T2 - MONROE CONNECTOR/BYPASS FROM US 74 NEAR I 485 TO US 74 BETWEEN WINGATE AND MARSHVILLE, MECKLENBERG AND UNION COUNTIES, NORTH CAROLINA. AN - 756826284; 13848-090126_0003 AB - PURPOSE: Construction of a 20-mile controlled-access toll road, to be known as the Monroe Connector/Bypass, extending from US 74 near I-485 in Mecklenberg County to US 74 between the towns of Wingate and Marshville in Union County, North Carolina is proposed. The project area lies southeast of Charlotte in the southern part of the Piedmont region. US 74 is the primary transportation route between Union County, the fastest growing county in North Carolina, and Mecklenberg County and Charlotte, the economic hub of the region. US 74 also serves as an important commercial corridor, with many residential, commercial, and employment centers having direct access to and from US 74. Approximately 63 percent of total crashes recorded for the 23 intersections along US 74 within the project study area involved rear-end collisions, indicating excessive traffic volumes and a substantial number of interruptions to traffic flow. A three-step alternative screening process was used to develop and evaluate a range of alternatives and to determine the detailed study alternatives. Preliminary corridor segments were developed, qualitatively assessed, and compared with respect to potential impacts. Segments with relatively high impacts were eliminated. Key issues identified during scoping include those related to noise, visual resources, air quality, and impacts to North Fork Crooked Creek. In addition to a No Build Alternative, 16 detailed study alternatives (DSAs) are considered in this draft EIS. Each DSA would have nine or ten interchanges and all would include an electronic toll system. DSA D, one of the shortest alternatives at 19.7 miles, is the recommended alternative and is comprised of DSA segments 2, 21, 30, 31, 36, 36A, and 40. Estimated cost of DSA D would range from $716 million to $850 million. POSITIVE IMPACTS: The proposed action would improve mobility and capacity within the project area by providing a facility for the US 74 corridor serving high-speed travel. Access to a toll road would relieve the congestion on US 74 where average travel speeds currently range from 20 to 30 miles per hour during the peak hour and are expected to decline. NEGATIVE IMPACTS: The proposed action would have indirect, adverse effects on water quality from soil erosion and sedimentation. Construction along the selected DSA's rights-of-way would result in loss of foraging and breeding habitat for various local wildlife species. The potential access improvements likely would increase residential suburbanization. All DSAs would require the relocation of residences and businesses, impacting nine neighborhoods. Implementation of DSA D would relocate 107 residences, 45 businesses, and three farms. The project could accelerate land use changes and change the character of neighborhoods. Natural resource impacts would include 499 acres of farmland, 450 acres of upland forest, 2.6 acres of ponds, 8.1 acres of wetlands, and 9,794 feet of perennial streams. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 090126, Volume 1--237 pages and maps, Appendices--198 pages, April 20, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-01-D KW - Creeks KW - Farmlands KW - Forests KW - Highways KW - Highway Structures [STS]Noise Assessments KW - Relocations-Property Acquisitions [STS]Roads [STS]Section 4(f) Statements [STS]Traffic Analyses [STS]Traffic Control KW - Transportation [STS]Visual Resources [STS]Wetlands KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826284?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-04-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MONROE+CONNECTOR%2FBYPASS+FROM+US+74+NEAR+I+485+TO+US+74+BETWEEN+WINGATE+AND+MARSHVILLE%2C+MECKLENBERG+AND+UNION+COUNTIES%2C+NORTH+CAROLINA.&rft.title=MONROE+CONNECTOR%2FBYPASS+FROM+US+74+NEAR+I+485+TO+US+74+BETWEEN+WINGATE+AND+MARSHVILLE%2C+MECKLENBERG+AND+UNION+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, DC; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: April 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MONROE CONNECTOR/BYPASS FROM US 74 NEAR I 485 TO US 74 BETWEEN WINGATE AND MARSHVILLE, MECKLENBERG AND UNION COUNTIES, NORTH CAROLINA. [Part 2 of 4] T2 - MONROE CONNECTOR/BYPASS FROM US 74 NEAR I 485 TO US 74 BETWEEN WINGATE AND MARSHVILLE, MECKLENBERG AND UNION COUNTIES, NORTH CAROLINA. AN - 756826274; 13848-090126_0002 AB - PURPOSE: Construction of a 20-mile controlled-access toll road, to be known as the Monroe Connector/Bypass, extending from US 74 near I-485 in Mecklenberg County to US 74 between the towns of Wingate and Marshville in Union County, North Carolina is proposed. The project area lies southeast of Charlotte in the southern part of the Piedmont region. US 74 is the primary transportation route between Union County, the fastest growing county in North Carolina, and Mecklenberg County and Charlotte, the economic hub of the region. US 74 also serves as an important commercial corridor, with many residential, commercial, and employment centers having direct access to and from US 74. Approximately 63 percent of total crashes recorded for the 23 intersections along US 74 within the project study area involved rear-end collisions, indicating excessive traffic volumes and a substantial number of interruptions to traffic flow. A three-step alternative screening process was used to develop and evaluate a range of alternatives and to determine the detailed study alternatives. Preliminary corridor segments were developed, qualitatively assessed, and compared with respect to potential impacts. Segments with relatively high impacts were eliminated. Key issues identified during scoping include those related to noise, visual resources, air quality, and impacts to North Fork Crooked Creek. In addition to a No Build Alternative, 16 detailed study alternatives (DSAs) are considered in this draft EIS. Each DSA would have nine or ten interchanges and all would include an electronic toll system. DSA D, one of the shortest alternatives at 19.7 miles, is the recommended alternative and is comprised of DSA segments 2, 21, 30, 31, 36, 36A, and 40. Estimated cost of DSA D would range from $716 million to $850 million. POSITIVE IMPACTS: The proposed action would improve mobility and capacity within the project area by providing a facility for the US 74 corridor serving high-speed travel. Access to a toll road would relieve the congestion on US 74 where average travel speeds currently range from 20 to 30 miles per hour during the peak hour and are expected to decline. NEGATIVE IMPACTS: The proposed action would have indirect, adverse effects on water quality from soil erosion and sedimentation. Construction along the selected DSA's rights-of-way would result in loss of foraging and breeding habitat for various local wildlife species. The potential access improvements likely would increase residential suburbanization. All DSAs would require the relocation of residences and businesses, impacting nine neighborhoods. Implementation of DSA D would relocate 107 residences, 45 businesses, and three farms. The project could accelerate land use changes and change the character of neighborhoods. Natural resource impacts would include 499 acres of farmland, 450 acres of upland forest, 2.6 acres of ponds, 8.1 acres of wetlands, and 9,794 feet of perennial streams. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 090126, Volume 1--237 pages and maps, Appendices--198 pages, April 20, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-01-D KW - Creeks KW - Farmlands KW - Forests KW - Highways KW - Highway Structures [STS]Noise Assessments KW - Relocations-Property Acquisitions [STS]Roads [STS]Section 4(f) Statements [STS]Traffic Analyses [STS]Traffic Control KW - Transportation [STS]Visual Resources [STS]Wetlands KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826274?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-04-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MONROE+CONNECTOR%2FBYPASS+FROM+US+74+NEAR+I+485+TO+US+74+BETWEEN+WINGATE+AND+MARSHVILLE%2C+MECKLENBERG+AND+UNION+COUNTIES%2C+NORTH+CAROLINA.&rft.title=MONROE+CONNECTOR%2FBYPASS+FROM+US+74+NEAR+I+485+TO+US+74+BETWEEN+WINGATE+AND+MARSHVILLE%2C+MECKLENBERG+AND+UNION+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, DC; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: April 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MONROE CONNECTOR/BYPASS FROM US 74 NEAR I 485 TO US 74 BETWEEN WINGATE AND MARSHVILLE, MECKLENBERG AND UNION COUNTIES, NORTH CAROLINA. AN - 36352672; 13848 AB - PURPOSE: Construction of a 20-mile controlled-access toll road, to be known as the Monroe Connector/Bypass, extending from US 74 near I-485 in Mecklenberg County to US 74 between the towns of Wingate and Marshville in Union County, North Carolina is proposed. The project area lies southeast of Charlotte in the southern part of the Piedmont region. US 74 is the primary transportation route between Union County, the fastest growing county in North Carolina, and Mecklenberg County and Charlotte, the economic hub of the region. US 74 also serves as an important commercial corridor, with many residential, commercial, and employment centers having direct access to and from US 74. Approximately 63 percent of total crashes recorded for the 23 intersections along US 74 within the project study area involved rear-end collisions, indicating excessive traffic volumes and a substantial number of interruptions to traffic flow. A three-step alternative screening process was used to develop and evaluate a range of alternatives and to determine the detailed study alternatives. Preliminary corridor segments were developed, qualitatively assessed, and compared with respect to potential impacts. Segments with relatively high impacts were eliminated. Key issues identified during scoping include those related to noise, visual resources, air quality, and impacts to North Fork Crooked Creek. In addition to a No Build Alternative, 16 detailed study alternatives (DSAs) are considered in this draft EIS. Each DSA would have nine or ten interchanges and all would include an electronic toll system. DSA D, one of the shortest alternatives at 19.7 miles, is the recommended alternative and is comprised of DSA segments 2, 21, 30, 31, 36, 36A, and 40. Estimated cost of DSA D would range from $716 million to $850 million. POSITIVE IMPACTS: The proposed action would improve mobility and capacity within the project area by providing a facility for the US 74 corridor serving high-speed travel. Access to a toll road would relieve the congestion on US 74 where average travel speeds currently range from 20 to 30 miles per hour during the peak hour and are expected to decline. NEGATIVE IMPACTS: The proposed action would have indirect, adverse effects on water quality from soil erosion and sedimentation. Construction along the selected DSA's rights-of-way would result in loss of foraging and breeding habitat for various local wildlife species. The potential access improvements likely would increase residential suburbanization. All DSAs would require the relocation of residences and businesses, impacting nine neighborhoods. Implementation of DSA D would relocate 107 residences, 45 businesses, and three farms. The project could accelerate land use changes and change the character of neighborhoods. Natural resource impacts would include 499 acres of farmland, 450 acres of upland forest, 2.6 acres of ponds, 8.1 acres of wetlands, and 9,794 feet of perennial streams. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 090126, Volume 1--237 pages and maps, Appendices--198 pages, April 20, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-01-D KW - Creeks KW - Farmlands KW - Forests KW - Highways KW - Highway Structures [STS]Noise Assessments KW - Relocations-Property Acquisitions [STS]Roads [STS]Section 4(f) Statements [STS]Traffic Analyses [STS]Traffic Control KW - Transportation [STS]Visual Resources [STS]Wetlands KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36352672?accountid=14244 L2 - http://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=2009-04-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MONROE+CONNECTOR%2FBYPASS+FROM+US+74+NEAR+I+485+TO+US+74+BETWEEN+WINGATE+AND+MARSHVILLE%2C+MECKLENBERG+AND+UNION+COUNTIES%2C+NORTH+CAROLINA.&rft.title=MONROE+CONNECTOR%2FBYPASS+FROM+US+74+NEAR+I+485+TO+US+74+BETWEEN+WINGATE+AND+MARSHVILLE%2C+MECKLENBERG+AND+UNION+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, DC; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: April 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THE GREENVILLE CONNECTOR, FROM RELOCATED US 82 TO PROPOSED INTERSTATE 69, WASHINGTON AND BOLIVAR COUNTIES, MISSISSIPPI. [Part 1 of 1] T2 - THE GREENVILLE CONNECTOR, FROM RELOCATED US 82 TO PROPOSED INTERSTATE 69, WASHINGTON AND BOLIVAR COUNTIES, MISSISSIPPI. AN - 756825217; 13845-090123_0001 AB - PURPOSE: The construction of the Greenville Connector, an route built to interstate highway standards between US 82, the city of Greenville, and the proposed Interstate 69 (I-69) corridor, Washington and Bolivar counties, Mississippi is proposed. The study area lies Washington County near Greenville and southern Bolivar County south of Benoit. The land outside of the Greenville city limits is predominantly rural and agricultural. The US 82 bypass south of Greenville is under construction and would serve as the southern terminus for the Greenville Connector. A segment of the proposed I-69 multi-lane highway would traverse 100 miles of Bolivar County in a southwest-northeast direction from the Greenville Connector to a point near Robinsonville in Tunica County. I-69 would be the northern terminus of the Greenville Connector. Key issues identified during scoping include those related to the connector's proximity to Metcalf and Greenville and relocation impacts affecting communities. Nine alternatives, including a No Build Alternative, are analyzed in this draft EIS. Alternatives B1, B2, and B3 were dismissed in part because they would not provide the vital link to the Delta Regional Airport located northeast of Greenville. Alternatives C1, C2, and C3 were deemed lacking in sufficient benefit from an economic development standpoint because they would run too far from Greenville. Alternative CA-Modified was dismissed as it would have too great an impact on community resources. Alternative CB is the preferred alternative based on the comparative analysis of the build alternatives. Design planning would commence in 2009, but funding has not been identified. Construction would have to coincide with that of the proposed I-69 corridor, which has an estimated date of completion of 2028. The cost estimate for construction of the Greenville Connector under Alternative CB in future dollars is $434 million. POSITIVE IMPACTS: The project would provide a route from I-69 to Greenville, the region's major retail and employment center. This route would also connect two standard interstate facilities, I-69 and US 82, thereby increasing mobility, improving intermodal connections, and providing opportunities for economic growth. NEGATIVE IMPACTS: The preferred alternative would impact 65 acres of wetlands, 17,855 feet of streams, and 498 acres of floodplain. Traffic-generated noise would exceed federal standards in the vicinity of 17 sensitive receptor sites. The preferred alternative would have minor adverse impact on one community facility and would require five residential and five commercial relocations. Construction would temporarily increase water pollution by exacerbating erosion, increasing siltation of streams. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090123, Draft EIS--142 pages, Appendices--CD-ROM, April 16, 2009 PY - 2009 VL - 1 KW - Parks, Refuges and Forests KW - Agency number: FHWA-MS-EIS-08-01-D KW - Airports KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Wetlands KW - Mississippi KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970., Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825217?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THE+GREENVILLE+CONNECTOR%2C+FROM+RELOCATED+US+82+TO+PROPOSED+INTERSTATE+69%2C+WASHINGTON+AND+BOLIVAR+COUNTIES%2C+MISSISSIPPI.&rft.title=THE+GREENVILLE+CONNECTOR%2C+FROM+RELOCATED+US+82+TO+PROPOSED+INTERSTATE+69%2C+WASHINGTON+AND+BOLIVAR+COUNTIES%2C+MISSISSIPPI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jackson, Mississippi; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: April 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THE GREENVILLE CONNECTOR, FROM RELOCATED US 82 TO PROPOSED INTERSTATE 69, WASHINGTON AND BOLIVAR COUNTIES, MISSISSIPPI. AN - 36344304; 13845 AB - PURPOSE: The construction of the Greenville Connector, an route built to interstate highway standards between US 82, the city of Greenville, and the proposed Interstate 69 (I-69) corridor, Washington and Bolivar counties, Mississippi is proposed. The study area lies Washington County near Greenville and southern Bolivar County south of Benoit. The land outside of the Greenville city limits is predominantly rural and agricultural. The US 82 bypass south of Greenville is under construction and would serve as the southern terminus for the Greenville Connector. A segment of the proposed I-69 multi-lane highway would traverse 100 miles of Bolivar County in a southwest-northeast direction from the Greenville Connector to a point near Robinsonville in Tunica County. I-69 would be the northern terminus of the Greenville Connector. Key issues identified during scoping include those related to the connector's proximity to Metcalf and Greenville and relocation impacts affecting communities. Nine alternatives, including a No Build Alternative, are analyzed in this draft EIS. Alternatives B1, B2, and B3 were dismissed in part because they would not provide the vital link to the Delta Regional Airport located northeast of Greenville. Alternatives C1, C2, and C3 were deemed lacking in sufficient benefit from an economic development standpoint because they would run too far from Greenville. Alternative CA-Modified was dismissed as it would have too great an impact on community resources. Alternative CB is the preferred alternative based on the comparative analysis of the build alternatives. Design planning would commence in 2009, but funding has not been identified. Construction would have to coincide with that of the proposed I-69 corridor, which has an estimated date of completion of 2028. The cost estimate for construction of the Greenville Connector under Alternative CB in future dollars is $434 million. POSITIVE IMPACTS: The project would provide a route from I-69 to Greenville, the region's major retail and employment center. This route would also connect two standard interstate facilities, I-69 and US 82, thereby increasing mobility, improving intermodal connections, and providing opportunities for economic growth. NEGATIVE IMPACTS: The preferred alternative would impact 65 acres of wetlands, 17,855 feet of streams, and 498 acres of floodplain. Traffic-generated noise would exceed federal standards in the vicinity of 17 sensitive receptor sites. The preferred alternative would have minor adverse impact on one community facility and would require five residential and five commercial relocations. Construction would temporarily increase water pollution by exacerbating erosion, increasing siltation of streams. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090123, Draft EIS--142 pages, Appendices--CD-ROM, April 16, 2009 PY - 2009 KW - Parks, Refuges and Forests KW - Agency number: FHWA-MS-EIS-08-01-D KW - Airports KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Wetlands KW - Mississippi KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970., Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344304?accountid=14244 L2 - http://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=2009-04-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THE+GREENVILLE+CONNECTOR%2C+FROM+RELOCATED+US+82+TO+PROPOSED+INTERSTATE+69%2C+WASHINGTON+AND+BOLIVAR+COUNTIES%2C+MISSISSIPPI.&rft.title=THE+GREENVILLE+CONNECTOR%2C+FROM+RELOCATED+US+82+TO+PROPOSED+INTERSTATE+69%2C+WASHINGTON+AND+BOLIVAR+COUNTIES%2C+MISSISSIPPI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jackson, Mississippi; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: April 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Waiting strategies for the dynamic dial-a-ride problem AN - 20587090; 9295889 AB - The dial-a-ride service is a form of demand responsive transport that delivers passenger requests from their specified origins to destinations with desired time windows. It is usually used as a mean to provide transport for people who are not able to access a private transportation conveniently, or as a transport policy to encourage share rides and reduce driving. In this study, the authors consider the dynamic problem, which receives real-time requests during the day of operation. In the scheduling of the services, there may exist waiting for vehicles along the route at stops. This paper proposes three waiting strategies, namely, drive first (DF), wait first (WF) and modified dynamic wait (MDW), to allocate this waiting time along the stops by holding the vehicles so as to minimise the cost in accepting future calls. Simulation experiments show that the MDW is superior to DF and WF. JF - International Journal of Environment and Sustainable Development AU - Yuen, C W AU - Wong, KI AU - Han, Anthony F AD - Department of Transportation Technology and Management, National Chiao Tung University, 1001 Ta Hsueh Road, Hsinchu, 30010, Taiwan. Y1 - 2009/04/13/ PY - 2009 DA - 2009 Apr 13 SP - 314 EP - 329 PB - Inderscience Publishers Ltd., PO Box 735 VL - 8 IS - 3-4 SN - 1474-6778, 1474-6778 KW - Sustainability Science Abstracts KW - ENVIRONMENTAL JOURNALS KW - Environment and Sustainable Development KW - Transportation KW - Sustainable development KW - Simulation KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20587090?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Assamodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=International+Journal+of+Environment+and+Sustainable+Development&rft.atitle=Waiting+strategies+for+the+dynamic+dial-a-ride+problem&rft.au=Yuen%2C+C+W%3BWong%2C+KI%3BHan%2C+Anthony+F&rft.aulast=Yuen&rft.aufirst=C&rft.date=2009-04-13&rft.volume=8&rft.issue=3-4&rft.spage=314&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Environment+and+Sustainable+Development&rft.issn=14746778&rft_id=info:doi/10.1504%2FIJESD.2009.024634 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-06-01 N1 - Last updated - 2015-03-30 N1 - SubjectsTermNotLitGenreText - Transportation; Simulation; Sustainable development DO - http://dx.doi.org/10.1504/IJESD.2009.024634 ER - TY - JOUR T1 - A logistic regression model for explaining urban development on the basis of accessibility: a case study of Naples AN - 20583102; 9296103 AB - In this paper, the authors present a statistical modelling approach in order to explain the presence and development of built-up areas by means of a set of distinct accessibility indicators, so as to use these results in local planning studies, to test urban sustainability measures and to eventually forecast the impact of accessibility to transport systems on urban development. On the basis of encouraging results obtained in a previous study in the Netherlands, the authors apply a multinomial logistic regression, with urban development as the dependent variable and accessibility and context information as independent variables. The statistical model employs two kinds of accessibility measure: simple Euclidean distances, as well as a specific articulated accessibility indicator which takes into account spatial opportunities as well as distances. The results confirm the reliability and robustness of the chosen approach and confirm the limited usefulness of retrieving and deploying complex data to obtain composite indicators. JF - International Journal of Environment and Sustainable Development AU - Borzacchiello, Maria Teresa AU - Nijkamp, Peter AU - Scholten, Henk J AD - Department of Transportation Engineering, Federico II University, via Claudio 21, 80125, Naples, Italy. Y1 - 2009/04/13/ PY - 2009 DA - 2009 Apr 13 SP - 300 EP - 313 PB - Inderscience Publishers Ltd., PO Box 735 VL - 8 IS - 3-4 SN - 1474-6778, 1474-6778 KW - Sustainability Science Abstracts KW - ENVIRONMENTAL JOURNALS KW - Environment and Sustainable Development KW - Urban planning KW - case studies KW - Mathematical models KW - Nonaqueous phase liquids KW - Sustainable development KW - Netherlands KW - local planning KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20583102?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Assamodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=International+Journal+of+Environment+and+Sustainable+Development&rft.atitle=A+logistic+regression+model+for+explaining+urban+development+on+the+basis+of+accessibility%3A+a+case+study+of+Naples&rft.au=Borzacchiello%2C+Maria+Teresa%3BNijkamp%2C+Peter%3BScholten%2C+Henk+J&rft.aulast=Borzacchiello&rft.aufirst=Maria&rft.date=2009-04-13&rft.volume=8&rft.issue=3-4&rft.spage=300&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Environment+and+Sustainable+Development&rft.issn=14746778&rft_id=info:doi/10.1504%2FIJESD.2009.024633 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-06-01 N1 - Last updated - 2015-03-30 N1 - SubjectsTermNotLitGenreText - case studies; Urban planning; Mathematical models; Nonaqueous phase liquids; Sustainable development; local planning; Netherlands DO - http://dx.doi.org/10.1504/IJESD.2009.024633 ER - TY - JOUR T1 - Benton County road improvement project up for bid AN - 219261494 AB - The work will be performed along U.S. 29: Newton Creek to Oregon Route 99W and will include HMAC paving construction, guardrail construction,... JF - Daily Journal of Commerce AU - The Federal Aviation Administration has announced Y1 - 2009/04/09/ PY - 2009 DA - 2009 Apr 09 CY - Portland, Or. PB - BridgeTower Media Holding Company SN - 08968012 KW - Business And Economics--Small Business UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/219261494?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aabidateline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=unknown&rft.jtitle=Daily+Journal+of+Commerce&rft.atitle=Benton+County+road+improvement+project+up+for+bid&rft.au=The+Federal+Aviation+Administration+has+announced&rft.aulast=The+Federal+Aviation+Administration+has+announced&rft.aufirst=&rft.date=2009-04-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Daily+Journal+of+Commerce&rft.issn=08968012&rft_id=info:doi/ LA - English DB - ProQuest Central N1 - Copyright - (Copyright 2009 Dolan Media Newswires) N1 - Last updated - 2010-06-09 ER - TY - RPRT T1 - JACKSON HOLE AIRPORT USE AGREEMENT EXTENSION, GRAND TETON NATIONAL PARK, WYOMING. [Part 2 of 2] T2 - JACKSON HOLE AIRPORT USE AGREEMENT EXTENSION, GRAND TETON NATIONAL PARK, WYOMING. AN - 756824665; 13823-090098_0002 AB - PURPOSE: The extension of the use agreement for the operation of Jackson Hole Airport, Grand Teton National Park, Teton County, Wyoming is proposed. Jackson Hole Airport supports both scheduled passenger service (47 percent of operations) and general aviation (52 percent of operations) and averages approximately 90 operations (takeoffs or landings) per day. It accounts for more than 30 percent of all aviation-related jobs in Wyoming, 40 percent of total annual expenditures of the state's general aviation visitors, and almost 75 percent of scheduled passenger enplanements. The 533-acre airport is entirely within the boundaries of Grand Teton National Park and is operated under a 1983 use agreement with the U.S. Department of the Interior for a term of 30 years, with two 10-year renewal options, both of which have been exercised. Operation of the airport is authorized until April 27, 2033, but Federal Aviation Administration (FAA) funding regulations require an airport to own its own land, or have more than 20 years remaining on its lease or use agreement, to remain eligible for airport improvement program funding. Thus, FAA grant eligibility would be foreclosed after 2013 without an extension of the use agreement. The value of this grant funding to the airport fluctuates from year to year, but has averaged about $3 million annually over the past decade. Two alternatives are evaluated in this draft EIS. Under Alternative 1, the No Action alternative, the airport would lose its entitlement to federal funding for acquisition, repair, and replacement of infrastructure on April 27, 2033. The airport would continue general aviation operations under the existing use agreement until 2033 and would close when the agreement expired. Under Alternative 2, which is the preferred alternative, an administrative action would add two 10-year terms to the existing use agreement so that it would expire on April 27, 2053. No other changes in the use agreement would be made and no construction or development of new facilities would be involved. POSITIVE IMPACTS: The extension of the use agreement under Alternative 2 would maintain the Jackson Hole Airport Board's ability to compete for FAA grant funding beyond the year 2013 for planned capital improvements which include expansion of the terminal building, a safety planning study, a glycol recapture system, runway rehabilitation, and sound monitoring system upgrades. Passenger service and general aviation operations would continue generating long-term, indirect socioeconomic benefits to the town of Jackson and Teton County. NEGATIVE IMPACTS: Based on the average value of grant funding for the past decade, Alternative 1 would result in the loss of $60 million to the Jackson Hole Airport Board. Without this federal funding, the board would have difficulty maintaining the airport's federal certification to support passenger aviation and providers would likely terminate service. Moderate adverse effects on safety would result from the inability of the airport to install upgraded navigational aids, purchase safety equipment, and maintain rescue training. Long-term, indirect, adverse impacts for Jackson and Teton County include the loss of at least 90 percent of the airport's operating revenue, loss of jobs, and the end of locally available scheduled passenger service. Closure of Jackson Hole Airport and the potential expansion of the Idaho Falls Regional Airport to meet demand for air service to the region would have major effects on highway capacity in Wyoming and Idaho and entail indirect capital costs of $336 million. The continued intrusion of aircraft noise on the natural soundscape and the quality of the visitor experience for some users of Grand Teton National Park would be an unavoidable adverse impact of either alternative. Under Alternative 2, the impacts would continue for the term of the use agreement. LEGAL MANDATES: Department of the Interior Airports Act of 1950. JF - EPA number: 090098, 412 pages, April 3, 2009 PY - 2009 VL - 2 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Employment KW - National Parks KW - Noise Assessments KW - Noise Control KW - Noise Standards KW - Recreation Resources KW - Safety KW - Transportation KW - Visual Resources KW - Grand Teton National Park KW - Wyoming KW - Department of the Interior Airports Act of 1950, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824665?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-04-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JACKSON+HOLE+AIRPORT+USE+AGREEMENT+EXTENSION%2C+GRAND+TETON+NATIONAL+PARK%2C+WYOMING.&rft.title=JACKSON+HOLE+AIRPORT+USE+AGREEMENT+EXTENSION%2C+GRAND+TETON+NATIONAL+PARK%2C+WYOMING.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Moose, Wyoming; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: April 3, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JACKSON HOLE AIRPORT USE AGREEMENT EXTENSION, GRAND TETON NATIONAL PARK, WYOMING. [Part 1 of 2] T2 - JACKSON HOLE AIRPORT USE AGREEMENT EXTENSION, GRAND TETON NATIONAL PARK, WYOMING. AN - 756824660; 13823-090098_0001 AB - PURPOSE: The extension of the use agreement for the operation of Jackson Hole Airport, Grand Teton National Park, Teton County, Wyoming is proposed. Jackson Hole Airport supports both scheduled passenger service (47 percent of operations) and general aviation (52 percent of operations) and averages approximately 90 operations (takeoffs or landings) per day. It accounts for more than 30 percent of all aviation-related jobs in Wyoming, 40 percent of total annual expenditures of the state's general aviation visitors, and almost 75 percent of scheduled passenger enplanements. The 533-acre airport is entirely within the boundaries of Grand Teton National Park and is operated under a 1983 use agreement with the U.S. Department of the Interior for a term of 30 years, with two 10-year renewal options, both of which have been exercised. Operation of the airport is authorized until April 27, 2033, but Federal Aviation Administration (FAA) funding regulations require an airport to own its own land, or have more than 20 years remaining on its lease or use agreement, to remain eligible for airport improvement program funding. Thus, FAA grant eligibility would be foreclosed after 2013 without an extension of the use agreement. The value of this grant funding to the airport fluctuates from year to year, but has averaged about $3 million annually over the past decade. Two alternatives are evaluated in this draft EIS. Under Alternative 1, the No Action alternative, the airport would lose its entitlement to federal funding for acquisition, repair, and replacement of infrastructure on April 27, 2033. The airport would continue general aviation operations under the existing use agreement until 2033 and would close when the agreement expired. Under Alternative 2, which is the preferred alternative, an administrative action would add two 10-year terms to the existing use agreement so that it would expire on April 27, 2053. No other changes in the use agreement would be made and no construction or development of new facilities would be involved. POSITIVE IMPACTS: The extension of the use agreement under Alternative 2 would maintain the Jackson Hole Airport Board's ability to compete for FAA grant funding beyond the year 2013 for planned capital improvements which include expansion of the terminal building, a safety planning study, a glycol recapture system, runway rehabilitation, and sound monitoring system upgrades. Passenger service and general aviation operations would continue generating long-term, indirect socioeconomic benefits to the town of Jackson and Teton County. NEGATIVE IMPACTS: Based on the average value of grant funding for the past decade, Alternative 1 would result in the loss of $60 million to the Jackson Hole Airport Board. Without this federal funding, the board would have difficulty maintaining the airport's federal certification to support passenger aviation and providers would likely terminate service. Moderate adverse effects on safety would result from the inability of the airport to install upgraded navigational aids, purchase safety equipment, and maintain rescue training. Long-term, indirect, adverse impacts for Jackson and Teton County include the loss of at least 90 percent of the airport's operating revenue, loss of jobs, and the end of locally available scheduled passenger service. Closure of Jackson Hole Airport and the potential expansion of the Idaho Falls Regional Airport to meet demand for air service to the region would have major effects on highway capacity in Wyoming and Idaho and entail indirect capital costs of $336 million. The continued intrusion of aircraft noise on the natural soundscape and the quality of the visitor experience for some users of Grand Teton National Park would be an unavoidable adverse impact of either alternative. Under Alternative 2, the impacts would continue for the term of the use agreement. LEGAL MANDATES: Department of the Interior Airports Act of 1950. JF - EPA number: 090098, 412 pages, April 3, 2009 PY - 2009 VL - 1 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Employment KW - National Parks KW - Noise Assessments KW - Noise Control KW - Noise Standards KW - Recreation Resources KW - Safety KW - Transportation KW - Visual Resources KW - Grand Teton National Park KW - Wyoming KW - Department of the Interior Airports Act of 1950, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824660?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-04-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JACKSON+HOLE+AIRPORT+USE+AGREEMENT+EXTENSION%2C+GRAND+TETON+NATIONAL+PARK%2C+WYOMING.&rft.title=JACKSON+HOLE+AIRPORT+USE+AGREEMENT+EXTENSION%2C+GRAND+TETON+NATIONAL+PARK%2C+WYOMING.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Moose, Wyoming; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: April 3, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JACKSON HOLE AIRPORT USE AGREEMENT EXTENSION, GRAND TETON NATIONAL PARK, WYOMING. AN - 16378831; 13823 AB - PURPOSE: The extension of the use agreement for the operation of Jackson Hole Airport, Grand Teton National Park, Teton County, Wyoming is proposed. Jackson Hole Airport supports both scheduled passenger service (47 percent of operations) and general aviation (52 percent of operations) and averages approximately 90 operations (takeoffs or landings) per day. It accounts for more than 30 percent of all aviation-related jobs in Wyoming, 40 percent of total annual expenditures of the state's general aviation visitors, and almost 75 percent of scheduled passenger enplanements. The 533-acre airport is entirely within the boundaries of Grand Teton National Park and is operated under a 1983 use agreement with the U.S. Department of the Interior for a term of 30 years, with two 10-year renewal options, both of which have been exercised. Operation of the airport is authorized until April 27, 2033, but Federal Aviation Administration (FAA) funding regulations require an airport to own its own land, or have more than 20 years remaining on its lease or use agreement, to remain eligible for airport improvement program funding. Thus, FAA grant eligibility would be foreclosed after 2013 without an extension of the use agreement. The value of this grant funding to the airport fluctuates from year to year, but has averaged about $3 million annually over the past decade. Two alternatives are evaluated in this draft EIS. Under Alternative 1, the No Action alternative, the airport would lose its entitlement to federal funding for acquisition, repair, and replacement of infrastructure on April 27, 2033. The airport would continue general aviation operations under the existing use agreement until 2033 and would close when the agreement expired. Under Alternative 2, which is the preferred alternative, an administrative action would add two 10-year terms to the existing use agreement so that it would expire on April 27, 2053. No other changes in the use agreement would be made and no construction or development of new facilities would be involved. POSITIVE IMPACTS: The extension of the use agreement under Alternative 2 would maintain the Jackson Hole Airport Board's ability to compete for FAA grant funding beyond the year 2013 for planned capital improvements which include expansion of the terminal building, a safety planning study, a glycol recapture system, runway rehabilitation, and sound monitoring system upgrades. Passenger service and general aviation operations would continue generating long-term, indirect socioeconomic benefits to the town of Jackson and Teton County. NEGATIVE IMPACTS: Based on the average value of grant funding for the past decade, Alternative 1 would result in the loss of $60 million to the Jackson Hole Airport Board. Without this federal funding, the board would have difficulty maintaining the airport's federal certification to support passenger aviation and providers would likely terminate service. Moderate adverse effects on safety would result from the inability of the airport to install upgraded navigational aids, purchase safety equipment, and maintain rescue training. Long-term, indirect, adverse impacts for Jackson and Teton County include the loss of at least 90 percent of the airport's operating revenue, loss of jobs, and the end of locally available scheduled passenger service. Closure of Jackson Hole Airport and the potential expansion of the Idaho Falls Regional Airport to meet demand for air service to the region would have major effects on highway capacity in Wyoming and Idaho and entail indirect capital costs of $336 million. The continued intrusion of aircraft noise on the natural soundscape and the quality of the visitor experience for some users of Grand Teton National Park would be an unavoidable adverse impact of either alternative. Under Alternative 2, the impacts would continue for the term of the use agreement. LEGAL MANDATES: Department of the Interior Airports Act of 1950. JF - EPA number: 090098, 412 pages, April 3, 2009 PY - 2009 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Employment KW - National Parks KW - Noise Assessments KW - Noise Control KW - Noise Standards KW - Recreation Resources KW - Safety KW - Transportation KW - Visual Resources KW - Grand Teton National Park KW - Wyoming KW - Department of the Interior Airports Act of 1950, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16378831?accountid=14244 L2 - http://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=2009-04-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JACKSON+HOLE+AIRPORT+USE+AGREEMENT+EXTENSION%2C+GRAND+TETON+NATIONAL+PARK%2C+WYOMING.&rft.title=JACKSON+HOLE+AIRPORT+USE+AGREEMENT+EXTENSION%2C+GRAND+TETON+NATIONAL+PARK%2C+WYOMING.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Moose, Wyoming; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: April 3, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STREAMLINING OF THE PROCESSING OF EXPERIMENTAL PERMIT APPLICATIONS. [Part 1 of 1] T2 - STREAMLINING OF THE PROCESSING OF EXPERIMENTAL PERMIT APPLICATIONS. AN - 873126155; 13826-2_0001 AB - PURPOSE: A streamlined process for issuing experimental permits to the commercial space flight industry for the launch and reentry of reusable suborbital rockets is proposed. Congress has directed the Federal Aviation Administration (FAA) to facilitate commercial rocket developers' research and development and facilitating the issuance of experimental permits would implement that direction and intent. To examine the environmental impacts of an alternative approach for complying with the National Environmental Policy Act (NEPA) when reviewing applications, information and analyses common to all reusable suborbital rockets is provided in this Programmatic EIS (PEIS). Under the proposed action, which is the preferred alternative, the FAA would issue experimental permits for the launch and reentry of reusable suborbital rockets from both FAA-licensed and non-licensed launch sites to individual launch operators using the PEIS as the basis for determining the environmental consequences of issuing the permits. Subsequent environmental analyses that fall under the scope of the PEIS could tier from this document and incorporate the findings of the PEIS by reference, allowing an applicant and the FAA to focus on the relevant and unique impacts of an experimental permit application. Under the No Action alternative, the FAA would continue issuing permits using its present method of analyzing environmental consequences, case by case, without tiering from a programmatic document. To assess the potential impacts of a single launch and reentry, the FAA considered a variety of liquid, solid, and hybrid propellants that could be used to operate a reusable suborbital rocket under an experimental permit and assumed that the total propellant capacity of a reusable suborbital rocket would not exceed 11,000 pounds. The FAA also estimated the proportion of experimental permits that would be issued to support three general flight profiles: 40 percent horizontal takeoff (rocket or jet powered), flight, and horizontal landing (glide or jet powered); 30 percent vertical takeoff (rocket powered), flight, and vertical landing (rocket powered or parachute); and 30 percent rocket-powered hovering flights (vertical takeoff and landing). Potential impacts of issuing an experimental permit for the operation of reusable suborbital rockets from anywhere in the United States and abroad were analyzed as well as the potential site-specific impacts of permitted launches from seven FAA-licensed commercial launch sites: California Spaceport, California; Mojave Air and Space Port, California; Kodiak Launch Complex, Alaska; Mid-Atlantic Regional Spaceport, Virginia; Space Florida Launch Complex-46 at Cape Canaveral Air Force Station, Florida; Oklahoma Spaceport, Oklahoma; Spaceport America, New Mexico; and one Federal range, the Shuttle Landing Facility at John F. Kennedy Space Center, Florida. POSITIVE IMPACTS: Environmental documents tiering from the PEIS would eliminate repetitive discussions of recurring issues and focus on any unaddressed impacts or issues that are ready for decision. The proposed action would further the mission of the FAA to promote the growth of the U.S. space transportation industry while protecting public health and safety, the safety of property, and U.S. national security and foreign policy interests. NEGATIVE IMPACTS: The launch and landing of reusable suborbital rockets could result in adverse impacts to local vegetation and the noise associated with reusable suborbital launch could adversely impact wildlife. The proposed action could result in location- and species-specific adverse impacts to protected species and essential fish habitat. Deposition material associated with rocket engine emissions could result in local adverse impacts to freshwater and marine systems. Impacts from launch accidents would produce local air emissions, propellant spills, and potential safety impacts to people on site. The proposed action would make small incremental contributions to increasing global carbon dioxide concentrations, criteria pollutants, air toxics, precursors of acid rain, and regional haze. LEGAL MANDATES: Commercial Space Launch Amendments Act of 2004 and National Environment Policy Act of 1969 JF - EPA number: 090102, 340 pages, CD-ROM, April 1, 2009 PY - 2009 VL - 1 KW - Research and Development KW - Acids KW - Aerospace KW - Air Quality KW - Airports KW - Chemicals KW - Safety KW - Sonic Booms KW - Spacecraft KW - Transportation KW - Vegetation KW - Wildlife KW - Commercial Space Launch Amendments Act of 2004, Compliance KW - National Environment Policy Act of 1969, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126155?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STREAMLINING+OF+THE+PROCESSING+OF+EXPERIMENTAL+PERMIT+APPLICATIONS.&rft.title=STREAMLINING+OF+THE+PROCESSING+OF+EXPERIMENTAL+PERMIT+APPLICATIONS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Fairfax, Virginia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: April 1, 2009 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Demographics Matter AN - 60050487; 200934509 AB - The United States is in a significant period of change. The significant growth in travel that the US has experienced since the 1960's is a product of demographic and economic changes including increases in vehicle ownership, baby boomers and women entering the workforce, and dramatic growth in personal income. More recently however, data are painting a different picture. The economic slowdown, vehicle saturation, climate change, new immigrant population growth, and the aging population may be contributing to a slowing growth of travel demand in the US. Race and ethnicity do matter in terms of travel choices, needs, and options. Many factors contribute to the differences we see in patterns of travel within population segments. Using data from the US Census Bureau and the National Household Travel Survey Program, this paper examines the demographic characteristics of minority populations and the resulting differences in their travel behavior. [Reprinted by permission of Sage Publications Inc., copyright holder.] JF - Public Works Management & Policy AU - Contrino, Heather AU - McGuckin, Nancy AD - U.S. Department of Transportation, Washington, D.C Y1 - 2009/04// PY - 2009 DA - April 2009 SP - 361 EP - 368 PB - Sage Publications, Thousand Oaks CA VL - 13 IS - 4 SN - 1087-724X, 1087-724X KW - demographics and travel transportation policy minority travel travel demand race and ethnicity KW - Travel KW - Minority Groups KW - Transportation KW - Demographic Change KW - Geographic Mobility KW - United States of America KW - article KW - 9263: public policy/administration; public administration/bureaucracy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/60050487?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Awpsa&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Public+Works+Management+%26+Policy&rft.atitle=Demographics+Matter&rft.au=Contrino%2C+Heather%3BMcGuckin%2C+Nancy&rft.aulast=Contrino&rft.aufirst=Heather&rft.date=2009-04-01&rft.volume=13&rft.issue=4&rft.spage=361&rft.isbn=&rft.btitle=&rft.title=Public+Works+Management+%26+Policy&rft.issn=1087724X&rft_id=info:doi/10.1177%2F1087724X09336223 LA - English DB - Worldwide Political Science Abstracts N1 - Date revised - 2010-10-21 N1 - Number of references - 13 N1 - Last updated - 2016-09-28 N1 - SubjectsTermNotLitGenreText - United States of America; Transportation; Travel; Demographic Change; Geographic Mobility; Minority Groups DO - http://dx.doi.org/10.1177/1087724X09336223 ER - TY - JOUR T1 - Impact of U.S.-EU Open Aviation Area Treaty on U.S. Aviation: A Parametric Analysis with Simulation AN - 58809457; 2008-329985 AB - The Open Aviation Area Treaty (OAA) between the European Union (EU) and the United States (U.S.) went into effect on March 30, 2008. Faced with an economic slowdown and unprecedented increase in fuel costs, factors which were uncertain a priori, the projected effects of OAA have been dampened compared to previous projections. In this paper, a framework is offered that combines a parametric approach with uncertainty in demand estimation and forecasts. This framework is then used to generate probabilistic forecasts for U.S.-EU passenger traffic for the period of 2008-2015. Adapted from the source document. JF - Journal of the Transportation Research Forum AU - Bhadra, Dipasis AU - Schaufele, Roger AD - Federal Aviation Administration's (FAA) Office of Aviation Policy and Plasns (APO) Y1 - 2009/04// PY - 2009 DA - April 2009 SP - 65 EP - 88 PB - Transportation Research Forum, Fargo, ND VL - 48 IS - 1 SN - 1046-1469, 1046-1469 KW - Transportation and transportation policy - Air transport KW - International relations - Regional organizations KW - International relations - Treaties KW - Business and service sector - Hospitality and tourism business KW - Transportation and transportation policy - Transportation KW - Travel KW - United States KW - Aviation KW - Transportation KW - European Union KW - Treaties KW - article UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/58809457?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Apais&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+the+Transportation+Research+Forum&rft.atitle=Impact+of+U.S.-EU+Open+Aviation+Area+Treaty+on+U.S.+Aviation%3A+A+Parametric+Analysis+with+Simulation&rft.au=Bhadra%2C+Dipasis%3BSchaufele%2C+Roger&rft.aulast=Bhadra&rft.aufirst=Dipasis&rft.date=2009-04-01&rft.volume=48&rft.issue=1&rft.spage=65&rft.isbn=&rft.btitle=&rft.title=Journal+of+the+Transportation+Research+Forum&rft.issn=10461469&rft_id=info:doi/ LA - English DB - PAIS Index N1 - Date revised - 2009-07-06 N1 - Last updated - 2016-09-28 N1 - SubjectsTermNotLitGenreText - Aviation; United States; European Union; Treaties; Travel; Transportation ER - TY - RPRT T1 - STREAMLINING OF THE PROCESSING OF EXPERIMENTAL PERMIT APPLICATIONS. AN - 36348650; 13826 AB - PURPOSE: A streamlined process for issuing experimental permits to the commercial space flight industry for the launch and reentry of reusable suborbital rockets is proposed. Congress has directed the Federal Aviation Administration (FAA) to facilitate commercial rocket developers' research and development and facilitating the issuance of experimental permits would implement that direction and intent. To examine the environmental impacts of an alternative approach for complying with the National Environmental Policy Act (NEPA) when reviewing applications, information and analyses common to all reusable suborbital rockets is provided in this Programmatic EIS (PEIS). Under the proposed action, which is the preferred alternative, the FAA would issue experimental permits for the launch and reentry of reusable suborbital rockets from both FAA-licensed and non-licensed launch sites to individual launch operators using the PEIS as the basis for determining the environmental consequences of issuing the permits. Subsequent environmental analyses that fall under the scope of the PEIS could tier from this document and incorporate the findings of the PEIS by reference, allowing an applicant and the FAA to focus on the relevant and unique impacts of an experimental permit application. Under the No Action alternative, the FAA would continue issuing permits using its present method of analyzing environmental consequences, case by case, without tiering from a programmatic document. To assess the potential impacts of a single launch and reentry, the FAA considered a variety of liquid, solid, and hybrid propellants that could be used to operate a reusable suborbital rocket under an experimental permit and assumed that the total propellant capacity of a reusable suborbital rocket would not exceed 11,000 pounds. The FAA also estimated the proportion of experimental permits that would be issued to support three general flight profiles: 40 percent horizontal takeoff (rocket or jet powered), flight, and horizontal landing (glide or jet powered); 30 percent vertical takeoff (rocket powered), flight, and vertical landing (rocket powered or parachute); and 30 percent rocket-powered hovering flights (vertical takeoff and landing). Potential impacts of issuing an experimental permit for the operation of reusable suborbital rockets from anywhere in the United States and abroad were analyzed as well as the potential site-specific impacts of permitted launches from seven FAA-licensed commercial launch sites: California Spaceport, California; Mojave Air and Space Port, California; Kodiak Launch Complex, Alaska; Mid-Atlantic Regional Spaceport, Virginia; Space Florida Launch Complex-46 at Cape Canaveral Air Force Station, Florida; Oklahoma Spaceport, Oklahoma; Spaceport America, New Mexico; and one Federal range, the Shuttle Landing Facility at John F. Kennedy Space Center, Florida. POSITIVE IMPACTS: Environmental documents tiering from the PEIS would eliminate repetitive discussions of recurring issues and focus on any unaddressed impacts or issues that are ready for decision. The proposed action would further the mission of the FAA to promote the growth of the U.S. space transportation industry while protecting public health and safety, the safety of property, and U.S. national security and foreign policy interests. NEGATIVE IMPACTS: The launch and landing of reusable suborbital rockets could result in adverse impacts to local vegetation and the noise associated with reusable suborbital launch could adversely impact wildlife. The proposed action could result in location- and species-specific adverse impacts to protected species and essential fish habitat. Deposition material associated with rocket engine emissions could result in local adverse impacts to freshwater and marine systems. Impacts from launch accidents would produce local air emissions, propellant spills, and potential safety impacts to people on site. The proposed action would make small incremental contributions to increasing global carbon dioxide concentrations, criteria pollutants, air toxics, precursors of acid rain, and regional haze. LEGAL MANDATES: Commercial Space Launch Amendments Act of 2004 and National Environment Policy Act of 1969 JF - EPA number: 090102, 340 pages, CD-ROM, April 1, 2009 PY - 2009 KW - Research and Development KW - Acids KW - Aerospace KW - Air Quality KW - Airports KW - Chemicals KW - Safety KW - Sonic Booms KW - Spacecraft KW - Transportation KW - Vegetation KW - Wildlife KW - Commercial Space Launch Amendments Act of 2004, Compliance KW - National Environment Policy Act of 1969, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348650?accountid=14244 L2 - http://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=2009-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STREAMLINING+OF+THE+PROCESSING+OF+EXPERIMENTAL+PERMIT+APPLICATIONS.&rft.title=STREAMLINING+OF+THE+PROCESSING+OF+EXPERIMENTAL+PERMIT+APPLICATIONS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Fairfax, Virginia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: April 1, 2009 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Child safety analysis for forward-facing child restraint system in frontal impact AN - 21215981; 11241727 AB - The objective of this paper is to investigate the design of a forward-facing child restraint system (CRS) and related vehicle components through the study of three-year-old children in frontal impact. In this research, the finite element (FE) model of a five-point harness child restraint system was developed and a three-year-old Hybrid III dummy in MADYMO format was used along with the extended coupling method with LS-DYNA and MADYMO. This paper specifically addresses the parametric study of a five-point harness CRS and LATCH (lower anchors and tethers for children) system for forward-facing CRS in frontal crashes. The parameters include a chest clip, lower anchor straps and a seat pad. Furthermore, a new LATCH type is suggested, in which supplementary webbing was considered. The influence of preloading condition of a harness on a child dummy was explored as well. These results demonstrate the feasibility of the improved safety by devising an appropriate CRS. JF - International Journal of Crashworthiness AU - Zhao, A AU - Hong, S-W AU - Park, C-K AU - Kan, C D AU - Park, SH AU - Bae, H AD - FHWA/NHTSA National Crash Analysis Center, Department of Civil and Environmental Engineering, The George Washington University, Ashburn, VA, USA Y1 - 2009/04// PY - 2009 DA - Apr 2009 SP - 151 EP - 163 PB - Taylor & Francis Group Ltd., 2 Park Square Oxford OX14 4RN UK VL - 14 IS - 2 SN - 1358-8265, 1358-8265 KW - Health & Safety Science Abstracts KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21215981?accountid=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+Crashworthiness&rft.atitle=Child+safety+analysis+for+forward-facing+child+restraint+system+in+frontal+impact&rft.au=Zhao%2C+A%3BHong%2C+S-W%3BPark%2C+C-K%3BKan%2C+C+D%3BPark%2C+SH%3BBae%2C+H&rft.aulast=Zhao&rft.aufirst=A&rft.date=2009-04-01&rft.volume=14&rft.issue=2&rft.spage=151&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Crashworthiness&rft.issn=13588265&rft_id=info:doi/10.1080%2F13588260802614340 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-01 N1 - Last updated - 2011-12-14 DO - http://dx.doi.org/10.1080/13588260802614340 ER - TY - JOUR T1 - Linking hydrologic alteration to biological impairment in urbanizing streams of the puget lowland, washington, usa AN - 20862241; 9261501 AB - We used a retrospective approach to identify hydrologic metrics with the greatest potential for ecological relevance for use as resource management tools (i.e., hydrologic indicators) in rapidly urbanizing basins of the Puget Lowland. We proposed four criteria for identifying useful hydrologic indicators: (1) sensitive to urbanization consistent with expected hydrologic response, (2) demonstrate statistically significant trends in urbanizing basins (and not in undeveloped basins), (3) be correlated with measures of biological response to urbanization, and (4) be relatively insensitive to potentially confounding variables like basin area. Data utilized in the analysis included gauged flow and benthic macroinvertebrate data collected at 16 locations in 11 King County stream basins. Fifteen hydrologic metrics were calculated from daily average flow data and the Pacific Northwest Benthic Index of Biological Integrity (B-IBI) was used to represent the gradient of response of stream macroinvertebrates to urbanization. Urbanization was represented by percent Total Impervious Area (%TIA) and percent urban land cover (%Urban). We found eight hydrologic metrics that were significantly correlated with B-IBI scores (Low Pulse Count and Duration; High Pulse Count, Duration, and Range; Flow Reversals, T sub(Qmean), and R-B Index). Although there appeared to be a great deal of redundancy among these metrics with respect to their response to urbanization, only two of the metrics tested - High Pulse Count and High Pulse Range - best met all four criteria we established for selecting hydrologic indicators. The increase in these high pulse metrics with respect to urbanization is the result of an increase in winter high pulses and the occurrence of high pulse events during summer (increasing the frequency and range of high pulses), when practically none would have occurred prior to development. We performed an initial evaluation of the usefulness of our hydrologic indicators by calculating and comparing hydrologic metrics derived from continuous hydrologic simulations of selected basin management alternatives for Miller Creek, one of the most highly urbanized basins used in our study. We found that the preferred basin management alternative appeared to be effective in restoring some flow metrics close to simulated fully forested conditions (e.g., T sub(Qmean))> but less effective in restoring other metrics such as High Pulse Count and Range. If future research continues to support our hypothesis that the flow regime, particularly High Pulse Count and Range, is an important control of biotic integrity in Puget Lowland streams, it would have significant implications for stormwater management. JF - Journal of the American Water Resources Association AU - DeGasperi, CL AU - Berge, H B AU - Whiting, K R AU - Burkey, J J AU - Cassin, J L AU - Fuerstenberg, R R AD - King County Department of Natural Resources and Parks; Engineer IV (Whiting), King County Department of Transportation, MS KSC-0600, 201 S. Jackson, Seattle, Washington 98104, USA, curtis.degasperi@kingcounty.gov Y1 - 2009/04// PY - 2009 DA - Apr 2009 SP - 512 EP - 533 VL - 45 IS - 2 SN - 1093-474X, 1093-474X KW - Aqualine Abstracts; Water Resources Abstracts; Sustainability Science Abstracts; ASFA 1: Biological Sciences & Living Resources; ASFA 2: Ocean Technology Policy & Non-Living Resources; Meteorological & Geoastrophysical Abstracts; Environment Abstracts KW - Resource management KW - Urbanization KW - Indicators KW - Statistical analysis KW - Basins KW - Water resources KW - Macroinvertebrates KW - Freshwater KW - Watersheds KW - USA, Washington, Puget Lowlands KW - Resources Management KW - Streams KW - Evaluation KW - Hydrology KW - River Flow KW - Hydrologic Data KW - River discharge KW - Simulation KW - winter KW - Numerical simulations KW - summer KW - Zoobenthos KW - Q1 08462:Benthos KW - SW 5010:Network design KW - M3 1010:Issues in Sustainable Development KW - ENA 05:Environmental Design & Urban Ecology KW - M2 556.18:Water Management (556.18) KW - Q2 09171:Dynamics of lakes and rivers KW - AQ 00003:Monitoring and Analysis of Water and Wastes UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20862241?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+the+American+Water+Resources+Association&rft.atitle=Linking+hydrologic+alteration+to+biological+impairment+in+urbanizing+streams+of+the+puget+lowland%2C+washington%2C+usa&rft.au=DeGasperi%2C+CL%3BBerge%2C+H+B%3BWhiting%2C+K+R%3BBurkey%2C+J+J%3BCassin%2C+J+L%3BFuerstenberg%2C+R+R&rft.aulast=DeGasperi&rft.aufirst=CL&rft.date=2009-04-01&rft.volume=45&rft.issue=2&rft.spage=512&rft.isbn=&rft.btitle=&rft.title=Journal+of+the+American+Water+Resources+Association&rft.issn=1093474X&rft_id=info:doi/10.1111%2Fj.l752-1688.2009.00306.x LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-05-01 N1 - Last updated - 2014-05-07 N1 - SubjectsTermNotLitGenreText - Urbanization; River discharge; Water resources; Hydrology; Zoobenthos; Numerical simulations; Statistical analysis; Resource management; winter; Simulation; summer; Basins; Streams; Evaluation; Indicators; River Flow; Macroinvertebrates; Watersheds; Resources Management; Hydrologic Data; USA, Washington, Puget Lowlands; Freshwater DO - http://dx.doi.org/10.1111/j.l752-1688.2009.00306.x ER - TY - JOUR T1 - Demographics Matter: Travel Demand, Options, and Characteristics Among Minority Populations AN - 20139763; 10250317 AB - The United States is in a significant period of change. The significant growth in travel that the US has experienced since the 1960's is a product of demographic and economic changes including increases in vehicle ownership, baby boomers and women entering the workforce, and dramatic growth in personal income. More recently however, data are painting a different picture. The economic slowdown, vehicle saturation, climate change, new immigrant population growth, and the aging population may be contributing to a slowing growth of travel demand in the US (3). Race and ethnicity do matter in terms of travel choices, needs, and options. Many factors contribute to the differences we see in patterns of travel within population segments. Using data from the US Census Bureau and the National Household Travel Survey Program, this paper examines the demographic characteristics of minority populations and the resulting differences in their travel behavior. JF - Public Works Management & Policy AU - Contrino, H AU - McGuckin, N AD - U.S. Department of Transportation, Washington, D.C., USA Y1 - 2009/04// PY - 2009 DA - Apr 2009 SP - 361 EP - 368 VL - 13 IS - 4 SN - 1087-724X, 1087-724X KW - Sustainability Science Abstracts KW - census KW - demography KW - Travel KW - immigrants KW - Climatic changes KW - households KW - USA KW - income KW - population growth KW - Economics KW - Ethnic groups KW - aging KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20139763?accountid=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=Public+Works+Management+%26+Policy&rft.atitle=Demographics+Matter%3A+Travel+Demand%2C+Options%2C+and+Characteristics+Among+Minority+Populations&rft.au=Contrino%2C+H%3BMcGuckin%2C+N&rft.aulast=Contrino&rft.aufirst=H&rft.date=2009-04-01&rft.volume=13&rft.issue=4&rft.spage=361&rft.isbn=&rft.btitle=&rft.title=Public+Works+Management+%26+Policy&rft.issn=1087724X&rft_id=info:doi/10.1177%2F1087724X09336223 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-08-01 N1 - Last updated - 2011-12-14 N1 - SubjectsTermNotLitGenreText - USA; Travel; demography; Economics; census; population growth; Ethnic groups; immigrants; Climatic changes; income; households; aging DO - http://dx.doi.org/10.1177/1087724X09336223 ER - TY - RPRT T1 - US 212 RECONSTRUCTION, ROCKVALE-LAUREL IN YELLOWSTONE AND CARBON COUNTIES, MONTANA. [Part 2 of 2] T2 - US 212 RECONSTRUCTION, ROCKVALE-LAUREL IN YELLOWSTONE AND CARBON COUNTIES, MONTANA. AN - 756825313; 13824-090099_0002 AB - PURPOSE: The reconstruction of 10.8 miles of US 212/310 southwest of Rockvale in Carbon and Yellowstone counties, Montana is proposed. The study corridor extends from reference post 42.1 and reference post 52.9 on US 212/310 in south-central Montana. Transportation demand estimates indicate that traffic within the corridor will increase by 125 percent between 2000 and 2025 . Moreover, while both the number and severity of accidents within the corridor fall below statewide averages, the number of accidents involving trucks is more than 2.7 times the statewide average. Five alternatives, including a No Action Alternative, are considered in this final EIS; two alternatives each incorporate two subalternatives. The preferred alternative (Alternative 5B-Combined West Bench) would involve construction of a four-lane highway on a west-by-northwest alignment, with provisions for access to both the present route and adjacent and nearby properties. The highway would consist of a new four-lane facility between the Rockvale area and the existing four-lane highway south of Laurel. The highway would provide for four 12-foot travel lanes with a depressed 36-foot median and eight-foot outside shoulders within a 260-foot rights-of-way. In built-up areas, such as Rockvale and Laurel, the cross-section would be tighter but the rights-of-way would be the same. Cost of the preferred alternative is estimated at $54 million in 2012 dollars. POSITIVE IMPACTS: The preferred alternative would improve safety for local and regional users of the highway corridor, accommodate anticipated traffic volumes for the at least next 20 years NEGATIVE IMPACTS: Depending on the alternative implemented, rights-of-way development for the preferred alternative would convert 187.3 to 267.3 acres of prime farmland and 1.5 to 2.5 acres of wetlands to transportation uses and displace two to 10 residences; the preferred alternative would result in the displacement 1.5 acres of wetlands of four residences, one of which is a far house. One to three irrigation canals would be affected, with the preferred alternative traversing three such waterways. Any alternative would traverse one creek. Traffic-generated noise along the new highway would exceed federal standards in the vicinity of three to 11 sensitive receptor sites; noise levels along the preferred alignment would exceed federal standards at three sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0490D, Volume 31, Number 4. JF - EPA number: 090099, 467 pages and maps, March 30, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Canals KW - Creeks KW - Farmlands KW - Highways KW - Irrigation KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Montana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825313?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+212+RECONSTRUCTION%2C+ROCKVALE-LAUREL+IN+YELLOWSTONE+AND+CARBON+COUNTIES%2C+MONTANA.&rft.title=US+212+RECONSTRUCTION%2C+ROCKVALE-LAUREL+IN+YELLOWSTONE+AND+CARBON+COUNTIES%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 30, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 212 RECONSTRUCTION, ROCKVALE-LAUREL IN YELLOWSTONE AND CARBON COUNTIES, MONTANA. [Part 1 of 2] T2 - US 212 RECONSTRUCTION, ROCKVALE-LAUREL IN YELLOWSTONE AND CARBON COUNTIES, MONTANA. AN - 756825189; 13824-090099_0001 AB - PURPOSE: The reconstruction of 10.8 miles of US 212/310 southwest of Rockvale in Carbon and Yellowstone counties, Montana is proposed. The study corridor extends from reference post 42.1 and reference post 52.9 on US 212/310 in south-central Montana. Transportation demand estimates indicate that traffic within the corridor will increase by 125 percent between 2000 and 2025 . Moreover, while both the number and severity of accidents within the corridor fall below statewide averages, the number of accidents involving trucks is more than 2.7 times the statewide average. Five alternatives, including a No Action Alternative, are considered in this final EIS; two alternatives each incorporate two subalternatives. The preferred alternative (Alternative 5B-Combined West Bench) would involve construction of a four-lane highway on a west-by-northwest alignment, with provisions for access to both the present route and adjacent and nearby properties. The highway would consist of a new four-lane facility between the Rockvale area and the existing four-lane highway south of Laurel. The highway would provide for four 12-foot travel lanes with a depressed 36-foot median and eight-foot outside shoulders within a 260-foot rights-of-way. In built-up areas, such as Rockvale and Laurel, the cross-section would be tighter but the rights-of-way would be the same. Cost of the preferred alternative is estimated at $54 million in 2012 dollars. POSITIVE IMPACTS: The preferred alternative would improve safety for local and regional users of the highway corridor, accommodate anticipated traffic volumes for the at least next 20 years NEGATIVE IMPACTS: Depending on the alternative implemented, rights-of-way development for the preferred alternative would convert 187.3 to 267.3 acres of prime farmland and 1.5 to 2.5 acres of wetlands to transportation uses and displace two to 10 residences; the preferred alternative would result in the displacement 1.5 acres of wetlands of four residences, one of which is a far house. One to three irrigation canals would be affected, with the preferred alternative traversing three such waterways. Any alternative would traverse one creek. Traffic-generated noise along the new highway would exceed federal standards in the vicinity of three to 11 sensitive receptor sites; noise levels along the preferred alignment would exceed federal standards at three sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0490D, Volume 31, Number 4. JF - EPA number: 090099, 467 pages and maps, March 30, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Canals KW - Creeks KW - Farmlands KW - Highways KW - Irrigation KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Montana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825189?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+212+RECONSTRUCTION%2C+ROCKVALE-LAUREL+IN+YELLOWSTONE+AND+CARBON+COUNTIES%2C+MONTANA.&rft.title=US+212+RECONSTRUCTION%2C+ROCKVALE-LAUREL+IN+YELLOWSTONE+AND+CARBON+COUNTIES%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 30, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 212 RECONSTRUCTION, ROCKVALE-LAUREL IN YELLOWSTONE AND CARBON COUNTIES, MONTANA. AN - 36344977; 13824 AB - PURPOSE: The reconstruction of 10.8 miles of US 212/310 southwest of Rockvale in Carbon and Yellowstone counties, Montana is proposed. The study corridor extends from reference post 42.1 and reference post 52.9 on US 212/310 in south-central Montana. Transportation demand estimates indicate that traffic within the corridor will increase by 125 percent between 2000 and 2025 . Moreover, while both the number and severity of accidents within the corridor fall below statewide averages, the number of accidents involving trucks is more than 2.7 times the statewide average. Five alternatives, including a No Action Alternative, are considered in this final EIS; two alternatives each incorporate two subalternatives. The preferred alternative (Alternative 5B-Combined West Bench) would involve construction of a four-lane highway on a west-by-northwest alignment, with provisions for access to both the present route and adjacent and nearby properties. The highway would consist of a new four-lane facility between the Rockvale area and the existing four-lane highway south of Laurel. The highway would provide for four 12-foot travel lanes with a depressed 36-foot median and eight-foot outside shoulders within a 260-foot rights-of-way. In built-up areas, such as Rockvale and Laurel, the cross-section would be tighter but the rights-of-way would be the same. Cost of the preferred alternative is estimated at $54 million in 2012 dollars. POSITIVE IMPACTS: The preferred alternative would improve safety for local and regional users of the highway corridor, accommodate anticipated traffic volumes for the at least next 20 years NEGATIVE IMPACTS: Depending on the alternative implemented, rights-of-way development for the preferred alternative would convert 187.3 to 267.3 acres of prime farmland and 1.5 to 2.5 acres of wetlands to transportation uses and displace two to 10 residences; the preferred alternative would result in the displacement 1.5 acres of wetlands of four residences, one of which is a far house. One to three irrigation canals would be affected, with the preferred alternative traversing three such waterways. Any alternative would traverse one creek. Traffic-generated noise along the new highway would exceed federal standards in the vicinity of three to 11 sensitive receptor sites; noise levels along the preferred alignment would exceed federal standards at three sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0490D, Volume 31, Number 4. JF - EPA number: 090099, 467 pages and maps, March 30, 2009 PY - 2009 KW - Roads and Railroads KW - Canals KW - Creeks KW - Farmlands KW - Highways KW - Irrigation KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Montana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344977?accountid=14244 L2 - http://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=2009-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+212+RECONSTRUCTION%2C+ROCKVALE-LAUREL+IN+YELLOWSTONE+AND+CARBON+COUNTIES%2C+MONTANA.&rft.title=US+212+RECONSTRUCTION%2C+ROCKVALE-LAUREL+IN+YELLOWSTONE+AND+CARBON+COUNTIES%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 30, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 27 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125666; 13818-3_0027 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 27 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125666?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 26 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125663; 13818-3_0026 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 26 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125663?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 25 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125659; 13818-3_0025 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 25 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125659?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 24 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125656; 13818-3_0024 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 24 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125656?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 23 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125653; 13818-3_0023 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125653?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 22 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125650; 13818-3_0022 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125650?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 21 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125647; 13818-3_0021 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125647?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 12 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125644; 13818-3_0012 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125644?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 11 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125641; 13818-3_0011 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125641?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 10 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125637; 13818-3_0010 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125637?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 9 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125635; 13818-3_0009 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125635?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 8 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125632; 13818-3_0008 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125632?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 7 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125629; 13818-3_0007 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125629?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 6 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125628; 13818-3_0006 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125628?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 30 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125448; 13818-3_0030 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 30 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125448?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 29 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125446; 13818-3_0029 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 29 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125446?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 28 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125445; 13818-3_0028 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 28 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125445?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 20 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125443; 13818-3_0020 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125443?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 5 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125441; 13818-3_0005 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125441?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 4 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125437; 13818-3_0004 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125437?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 3 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125435; 13818-3_0003 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125435?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 2 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125432; 13818-3_0002 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125432?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 1 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125429; 13818-3_0001 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125429?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 19 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125303; 13818-3_0019 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125303?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 18 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125298; 13818-3_0018 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125298?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 17 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125291; 13818-3_0017 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125291?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 16 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125286; 13818-3_0016 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125286?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 15 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125280; 13818-3_0015 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125280?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 14 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125275; 13818-3_0014 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125275?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. [Part 13 of 30] T2 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 873125265; 13818-3_0013 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125265?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST COLUMBIA EIS, BOONE COUNTY, MISSOURI. [Part 2 of 2] T2 - EAST COLUMBIA EIS, BOONE COUNTY, MISSOURI. AN - 756825060; 13817-090092_0002 AB - PURPOSE: Roadway improvements in the area between Interstate 70 (I-70) south to New Haven Road, and U.S. Highway 63 (US 63) no hyphen between US and 63 east to Rangeline Road, eastern Columbia, Boone County, Missouri are proposed. The project area is generally rural, with subdivisions and scattered residential development. A small cluster of commercial development exists in the upper-northern portion of the study area, and several industrial businesses are located along Rangeline Road in the northeastern portion. The topography of the study area consists of gentle rolling hills dissected by numerous creeks, including Hominy Branch, Gans Creek, and the South and North Fork of Grindstone Creek. The population of Columbia and Boone County Increased substantially between 1990 and 2000 and the project area is considered prime development land as it is largely open, near the city center and major regional roadways, and suitable topographically. Key issues identified during scoping relate to the proposed Ballenger Lane extension and the connection between US-63 and I-70. Six alternatives, including a No Build Alternative, are considered in this draft EIS. The preferred alternative would extend Route 740 (Stadium Boulevard) as an expressway (a limited-access, four-lane divided highway) using a new alignment from the existing US-63 interchange to the St. Charles interchange at I-70. T-grade intersections would be required at Broadway (Route WW), Richland Road/Ballenger Lane and Grace Lane/St. Charles Road (existing). The project would also improve Route WW to a major arterial (a multiple-lane roadway with regulated driveway access, at-grade intersections and center median/turn lanes) extending from US-63 to approximately 200 feet west of Olivet Road. All existing intersections on Route WW would be maintained and the crossing of Grindstone Creek would involve realignment to eliminate a tight curve. Finally, the preferred alternative would include the probable extension of Ballenger Lane as a locally sponsored project. The extension would be a major arterial with an at-grade intersection with existing I-70 Southeast. Estimated construction cost of the preferred alternative is $132.2 million. POSITIVE IMPACTS: The proposed project would reduce congestion and improve safety conditions and result in a roadway network appropriate for the future of eastern Columbia and Boone County with adequate continuity and linkages. The project would also create an eastern access point for Columbia. NEGATIVE IMPACTS: Implementation of the roadway improvements would impact 0.6 acres of wetlands, 0.99 acres of ponds, 14,400 linear feet of streams, and 12 acres of floodplain. Thirty-seven structures would be displaced, including 15 residences. The Boone County Fire Station 12, an important community resource, would also be displaced. Total right-of-way acquisition would amount to approximately 275 acres. Short-term impacts would include the potential for erosion of soils exposed during construction and sedimentation in streams and wetlands. Long-term impacts would include altered stormwater runoff patterns due to additional pavement. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090092, 211 pages and maps, March 26, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-02-D KW - Creeks KW - Community Facilities KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Missouri KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825060?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+COLUMBIA+EIS%2C+BOONE+COUNTY%2C+MISSOURI.&rft.title=EAST+COLUMBIA+EIS%2C+BOONE+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST COLUMBIA EIS, BOONE COUNTY, MISSOURI. [Part 1 of 2] T2 - EAST COLUMBIA EIS, BOONE COUNTY, MISSOURI. AN - 756824835; 13817-090092_0001 AB - PURPOSE: Roadway improvements in the area between Interstate 70 (I-70) south to New Haven Road, and U.S. Highway 63 (US 63) no hyphen between US and 63 east to Rangeline Road, eastern Columbia, Boone County, Missouri are proposed. The project area is generally rural, with subdivisions and scattered residential development. A small cluster of commercial development exists in the upper-northern portion of the study area, and several industrial businesses are located along Rangeline Road in the northeastern portion. The topography of the study area consists of gentle rolling hills dissected by numerous creeks, including Hominy Branch, Gans Creek, and the South and North Fork of Grindstone Creek. The population of Columbia and Boone County Increased substantially between 1990 and 2000 and the project area is considered prime development land as it is largely open, near the city center and major regional roadways, and suitable topographically. Key issues identified during scoping relate to the proposed Ballenger Lane extension and the connection between US-63 and I-70. Six alternatives, including a No Build Alternative, are considered in this draft EIS. The preferred alternative would extend Route 740 (Stadium Boulevard) as an expressway (a limited-access, four-lane divided highway) using a new alignment from the existing US-63 interchange to the St. Charles interchange at I-70. T-grade intersections would be required at Broadway (Route WW), Richland Road/Ballenger Lane and Grace Lane/St. Charles Road (existing). The project would also improve Route WW to a major arterial (a multiple-lane roadway with regulated driveway access, at-grade intersections and center median/turn lanes) extending from US-63 to approximately 200 feet west of Olivet Road. All existing intersections on Route WW would be maintained and the crossing of Grindstone Creek would involve realignment to eliminate a tight curve. Finally, the preferred alternative would include the probable extension of Ballenger Lane as a locally sponsored project. The extension would be a major arterial with an at-grade intersection with existing I-70 Southeast. Estimated construction cost of the preferred alternative is $132.2 million. POSITIVE IMPACTS: The proposed project would reduce congestion and improve safety conditions and result in a roadway network appropriate for the future of eastern Columbia and Boone County with adequate continuity and linkages. The project would also create an eastern access point for Columbia. NEGATIVE IMPACTS: Implementation of the roadway improvements would impact 0.6 acres of wetlands, 0.99 acres of ponds, 14,400 linear feet of streams, and 12 acres of floodplain. Thirty-seven structures would be displaced, including 15 residences. The Boone County Fire Station 12, an important community resource, would also be displaced. Total right-of-way acquisition would amount to approximately 275 acres. Short-term impacts would include the potential for erosion of soils exposed during construction and sedimentation in streams and wetlands. Long-term impacts would include altered stormwater runoff patterns due to additional pavement. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090092, 211 pages and maps, March 26, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-02-D KW - Creeks KW - Community Facilities KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Missouri KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824835?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+COLUMBIA+EIS%2C+BOONE+COUNTY%2C+MISSOURI.&rft.title=EAST+COLUMBIA+EIS%2C+BOONE+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-29 IMPROVEMENTS IN SIOUX CITY, WOODBURY COUNTY, IOWA. AN - 36349552; 13818 AB - PURPOSE: The improvement of 3.5 miles of Interstate 29 (I-29) in Sioux City, Iowa is proposed. The proposed improvement would reconfigure four interchanges, specifically, the intersections serving Floyd Boulevard, Nebraska Street/Pierce Street, US 77/Wesley Parkway, and Hamilton Boulevard. All four interchanges are above the statewide average for crash rates according to the most recent available crash data (2001 through 2003) Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternative B, the preferred alternative, would reconstruct 13 bridges, provide a full access interchange for Hamilton Boulevard, extend 3rd Street to Wesley Parkway, shift Gordon Drive to the north in the vicinity of Pearl Street to accommodate the I-29 alignment, reconstruct the existing Wesley Parkway Interchange as a two-level interchange, provision full access to and from Wesley Parkway except for southbound access to Wesley Parkway, extend the north frontage road to Nebraska Street and the south frontage road to Pierce Street, connect Floyd Boulevard to Virginia Street with a one-way pair of frontage roads, and combine access to Floyd Boulevard and to downtown in the form of a split-diamond interchange with ramps connecting from I-29 to Floyd Boulevard and Virginia Street. POSITIVE IMPACTS: Reconfiguration of the subject intersections would increase safety, enhance connections to the local roadway system, add one lane in each direction, improve traffic operations, replace aging infrastructure, and ameliorate or eliminate some of the traffic merging problems that occur in the corridor. Out-of-date design features that affect continuity, lane balance, ramp sequence and spacing, and guide signs would be replaced with state-of-the art facilities. Unacceptable pavement conditions and bridge structures would be replaced. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in 15 acres of rights-of-way development and the displacement of one billboard, seven businesses, nine structures, and possibly, one storage tank. Cultural resource impacts include the loss of four acres of parkland and 0.7 acres within the parking lot of the historically significant Tyson Events Center. From 10 to 12 parcels of ecologically significant natural land would be displaced, affecting 1.8 to 2.2 acres. $2.0 million worth of taxable land would be removed from the county tax rolls. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0328D, Volume 32, Number 3. JF - EPA number: 090093, 49 pages and maps, CD-ROM, March 26, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-08-01-F KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Storage KW - Transportation KW - Vegetation KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349552?accountid=14244 L2 - http://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=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.title=I-29+IMPROVEMENTS+IN+SIOUX+CITY%2C+WOODBURY+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST COLUMBIA EIS, BOONE COUNTY, MISSOURI. AN - 36348626; 13817 AB - PURPOSE: Roadway improvements in the area between Interstate 70 (I-70) south to New Haven Road, and U.S. Highway 63 (US 63) no hyphen between US and 63 east to Rangeline Road, eastern Columbia, Boone County, Missouri are proposed. The project area is generally rural, with subdivisions and scattered residential development. A small cluster of commercial development exists in the upper-northern portion of the study area, and several industrial businesses are located along Rangeline Road in the northeastern portion. The topography of the study area consists of gentle rolling hills dissected by numerous creeks, including Hominy Branch, Gans Creek, and the South and North Fork of Grindstone Creek. The population of Columbia and Boone County Increased substantially between 1990 and 2000 and the project area is considered prime development land as it is largely open, near the city center and major regional roadways, and suitable topographically. Key issues identified during scoping relate to the proposed Ballenger Lane extension and the connection between US-63 and I-70. Six alternatives, including a No Build Alternative, are considered in this draft EIS. The preferred alternative would extend Route 740 (Stadium Boulevard) as an expressway (a limited-access, four-lane divided highway) using a new alignment from the existing US-63 interchange to the St. Charles interchange at I-70. T-grade intersections would be required at Broadway (Route WW), Richland Road/Ballenger Lane and Grace Lane/St. Charles Road (existing). The project would also improve Route WW to a major arterial (a multiple-lane roadway with regulated driveway access, at-grade intersections and center median/turn lanes) extending from US-63 to approximately 200 feet west of Olivet Road. All existing intersections on Route WW would be maintained and the crossing of Grindstone Creek would involve realignment to eliminate a tight curve. Finally, the preferred alternative would include the probable extension of Ballenger Lane as a locally sponsored project. The extension would be a major arterial with an at-grade intersection with existing I-70 Southeast. Estimated construction cost of the preferred alternative is $132.2 million. POSITIVE IMPACTS: The proposed project would reduce congestion and improve safety conditions and result in a roadway network appropriate for the future of eastern Columbia and Boone County with adequate continuity and linkages. The project would also create an eastern access point for Columbia. NEGATIVE IMPACTS: Implementation of the roadway improvements would impact 0.6 acres of wetlands, 0.99 acres of ponds, 14,400 linear feet of streams, and 12 acres of floodplain. Thirty-seven structures would be displaced, including 15 residences. The Boone County Fire Station 12, an important community resource, would also be displaced. Total right-of-way acquisition would amount to approximately 275 acres. Short-term impacts would include the potential for erosion of soils exposed during construction and sedimentation in streams and wetlands. Long-term impacts would include altered stormwater runoff patterns due to additional pavement. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090092, 211 pages and maps, March 26, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-02-D KW - Creeks KW - Community Facilities KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Missouri KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348626?accountid=14244 L2 - http://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=2009-03-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+COLUMBIA+EIS%2C+BOONE+COUNTY%2C+MISSOURI.&rft.title=EAST+COLUMBIA+EIS%2C+BOONE+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BLUE WATER BRIDGE PLAZA STUDY, ST. CLAIR COUNTY, MICHIGAN. [Part 2 of 3] T2 - BLUE WATER BRIDGE PLAZA STUDY, ST. CLAIR COUNTY, MICHIGAN. AN - 756825092; 13815-090090_0002 AB - PURPOSE: The improvement of the United States inspection plaza at the Blue Water Bridge in the city and town of Port Huron St. Clair County, Michigan is proposed. The study corridor extends from the western end of the Blue Water bridge westward for 2.2 miles to the Interstate 94 (I-94)/I-69 interchange. The existing 18-acre Blue Water Bridge Plaza is elevated 24 feet above street level to accommodate Pine Grove Avenue, which runs beneath the facility. Key issues identified during scoping include those related to effects of the project on the natural, human, and built environment including neighborhood and community cohesion, visual character, noise, air quality, and land use patterns. Practical alternatives include expanding the existing plaza and relocating major functions of the plaza approximately 1.5 miles from the existing facility, with a secured corridor connecting the existing plaza to the new portion of the plaza. Two alternatives are presented in this final EIS. The No Build alternative would not make any changes to the existing plaza configuration or ramps. The recommended alternative incorporates design modifications from the draft EIS City West Alternative (the preferred alternative) and would encompass a 131-acre tract to provide for an expanded plaza and improvements along the I-94/I-69 corridor, including a welcome center and 56-acre plaza. Pine Grove Avenue would be relocated to wrap around the south and west sides of the plaza. The block bounded by Tenth Avenue, Hancock Street, the Michigan 25 Connector, and the existing plaza for expanded inspection and plaza space. The project would include the reconstruction of the Black River Bridge to expand it from four to nine lanes and reconstruct the Water Street Bridge. The Lapeer Connecter interchange would be expanded to include access in all directions. A new Michigan Department of Transportation Welcome Center would be constructed north of I-94/I-69 in Port Huron Township, replacing the existing center at Water Street. POSITIVE IMPACTS: The new facilities would accommodate plaza traffic growth through the year 2030; provide space for future plaza facility additions and new inspection technologies, reduce traffic backups on I-94/I/69, the Blue Water Bridge, and Highway 402 in Canada; improve safety on the Blue Water Bridge; and minimize impacts to plaza traffic on local roads. The new facilities could encourage commercial redevelopment of land north of Hancock Street. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of a significant portion of the neighborhood south of the existing plaza and 13 homes in the neighborhood northeast of the plaza; in all, 125 residences would be relocated. A church relocation and 30 business displacements would also be unavoidable. The E.C. Williams House, which is eligible for inclusion in the National Register of Historic Places, would be displaced as well. The inspection station and related facilities would lie within a non-attainment area for airborne particulate matter. Traffic-generated noise would approach or exceed federal standards at 45 residences, four businesses, and at one park site. The facilities would lie within a 100-year floodplain. Construction workers would encounter some or all of the 20 hazardous waste sites that lie within the study area. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0440D, Volume 31, Number 4. JF - EPA number: 090090, 766 pages and maps, March 25, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-07-02-F KW - Air Quality Standards Violations KW - Border Stations KW - Commercial Zones KW - Community Facilities KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - International Programs KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Urban Renewal KW - Michigan KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825092?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BLUE+WATER+BRIDGE+PLAZA+STUDY%2C+ST.+CLAIR+COUNTY%2C+MICHIGAN.&rft.title=BLUE+WATER+BRIDGE+PLAZA+STUDY%2C+ST.+CLAIR+COUNTY%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 25, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BLUE WATER BRIDGE PLAZA STUDY, ST. CLAIR COUNTY, MICHIGAN. [Part 3 of 3] T2 - BLUE WATER BRIDGE PLAZA STUDY, ST. CLAIR COUNTY, MICHIGAN. AN - 756824753; 13815-090090_0003 AB - PURPOSE: The improvement of the United States inspection plaza at the Blue Water Bridge in the city and town of Port Huron St. Clair County, Michigan is proposed. The study corridor extends from the western end of the Blue Water bridge westward for 2.2 miles to the Interstate 94 (I-94)/I-69 interchange. The existing 18-acre Blue Water Bridge Plaza is elevated 24 feet above street level to accommodate Pine Grove Avenue, which runs beneath the facility. Key issues identified during scoping include those related to effects of the project on the natural, human, and built environment including neighborhood and community cohesion, visual character, noise, air quality, and land use patterns. Practical alternatives include expanding the existing plaza and relocating major functions of the plaza approximately 1.5 miles from the existing facility, with a secured corridor connecting the existing plaza to the new portion of the plaza. Two alternatives are presented in this final EIS. The No Build alternative would not make any changes to the existing plaza configuration or ramps. The recommended alternative incorporates design modifications from the draft EIS City West Alternative (the preferred alternative) and would encompass a 131-acre tract to provide for an expanded plaza and improvements along the I-94/I-69 corridor, including a welcome center and 56-acre plaza. Pine Grove Avenue would be relocated to wrap around the south and west sides of the plaza. The block bounded by Tenth Avenue, Hancock Street, the Michigan 25 Connector, and the existing plaza for expanded inspection and plaza space. The project would include the reconstruction of the Black River Bridge to expand it from four to nine lanes and reconstruct the Water Street Bridge. The Lapeer Connecter interchange would be expanded to include access in all directions. A new Michigan Department of Transportation Welcome Center would be constructed north of I-94/I-69 in Port Huron Township, replacing the existing center at Water Street. POSITIVE IMPACTS: The new facilities would accommodate plaza traffic growth through the year 2030; provide space for future plaza facility additions and new inspection technologies, reduce traffic backups on I-94/I/69, the Blue Water Bridge, and Highway 402 in Canada; improve safety on the Blue Water Bridge; and minimize impacts to plaza traffic on local roads. The new facilities could encourage commercial redevelopment of land north of Hancock Street. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of a significant portion of the neighborhood south of the existing plaza and 13 homes in the neighborhood northeast of the plaza; in all, 125 residences would be relocated. A church relocation and 30 business displacements would also be unavoidable. The E.C. Williams House, which is eligible for inclusion in the National Register of Historic Places, would be displaced as well. The inspection station and related facilities would lie within a non-attainment area for airborne particulate matter. Traffic-generated noise would approach or exceed federal standards at 45 residences, four businesses, and at one park site. The facilities would lie within a 100-year floodplain. Construction workers would encounter some or all of the 20 hazardous waste sites that lie within the study area. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0440D, Volume 31, Number 4. JF - EPA number: 090090, 766 pages and maps, March 25, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-07-02-F KW - Air Quality Standards Violations KW - Border Stations KW - Commercial Zones KW - Community Facilities KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - International Programs KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Urban Renewal KW - Michigan KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824753?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BLUE+WATER+BRIDGE+PLAZA+STUDY%2C+ST.+CLAIR+COUNTY%2C+MICHIGAN.&rft.title=BLUE+WATER+BRIDGE+PLAZA+STUDY%2C+ST.+CLAIR+COUNTY%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 25, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BLUE WATER BRIDGE PLAZA STUDY, ST. CLAIR COUNTY, MICHIGAN. [Part 1 of 3] T2 - BLUE WATER BRIDGE PLAZA STUDY, ST. CLAIR COUNTY, MICHIGAN. AN - 756824742; 13815-090090_0001 AB - PURPOSE: The improvement of the United States inspection plaza at the Blue Water Bridge in the city and town of Port Huron St. Clair County, Michigan is proposed. The study corridor extends from the western end of the Blue Water bridge westward for 2.2 miles to the Interstate 94 (I-94)/I-69 interchange. The existing 18-acre Blue Water Bridge Plaza is elevated 24 feet above street level to accommodate Pine Grove Avenue, which runs beneath the facility. Key issues identified during scoping include those related to effects of the project on the natural, human, and built environment including neighborhood and community cohesion, visual character, noise, air quality, and land use patterns. Practical alternatives include expanding the existing plaza and relocating major functions of the plaza approximately 1.5 miles from the existing facility, with a secured corridor connecting the existing plaza to the new portion of the plaza. Two alternatives are presented in this final EIS. The No Build alternative would not make any changes to the existing plaza configuration or ramps. The recommended alternative incorporates design modifications from the draft EIS City West Alternative (the preferred alternative) and would encompass a 131-acre tract to provide for an expanded plaza and improvements along the I-94/I-69 corridor, including a welcome center and 56-acre plaza. Pine Grove Avenue would be relocated to wrap around the south and west sides of the plaza. The block bounded by Tenth Avenue, Hancock Street, the Michigan 25 Connector, and the existing plaza for expanded inspection and plaza space. The project would include the reconstruction of the Black River Bridge to expand it from four to nine lanes and reconstruct the Water Street Bridge. The Lapeer Connecter interchange would be expanded to include access in all directions. A new Michigan Department of Transportation Welcome Center would be constructed north of I-94/I-69 in Port Huron Township, replacing the existing center at Water Street. POSITIVE IMPACTS: The new facilities would accommodate plaza traffic growth through the year 2030; provide space for future plaza facility additions and new inspection technologies, reduce traffic backups on I-94/I/69, the Blue Water Bridge, and Highway 402 in Canada; improve safety on the Blue Water Bridge; and minimize impacts to plaza traffic on local roads. The new facilities could encourage commercial redevelopment of land north of Hancock Street. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of a significant portion of the neighborhood south of the existing plaza and 13 homes in the neighborhood northeast of the plaza; in all, 125 residences would be relocated. A church relocation and 30 business displacements would also be unavoidable. The E.C. Williams House, which is eligible for inclusion in the National Register of Historic Places, would be displaced as well. The inspection station and related facilities would lie within a non-attainment area for airborne particulate matter. Traffic-generated noise would approach or exceed federal standards at 45 residences, four businesses, and at one park site. The facilities would lie within a 100-year floodplain. Construction workers would encounter some or all of the 20 hazardous waste sites that lie within the study area. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0440D, Volume 31, Number 4. JF - EPA number: 090090, 766 pages and maps, March 25, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-07-02-F KW - Air Quality Standards Violations KW - Border Stations KW - Commercial Zones KW - Community Facilities KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - International Programs KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Urban Renewal KW - Michigan KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824742?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BLUE+WATER+BRIDGE+PLAZA+STUDY%2C+ST.+CLAIR+COUNTY%2C+MICHIGAN.&rft.title=BLUE+WATER+BRIDGE+PLAZA+STUDY%2C+ST.+CLAIR+COUNTY%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 25, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BLUE WATER BRIDGE PLAZA STUDY, ST. CLAIR COUNTY, MICHIGAN. AN - 36346891; 13815 AB - PURPOSE: The improvement of the United States inspection plaza at the Blue Water Bridge in the city and town of Port Huron St. Clair County, Michigan is proposed. The study corridor extends from the western end of the Blue Water bridge westward for 2.2 miles to the Interstate 94 (I-94)/I-69 interchange. The existing 18-acre Blue Water Bridge Plaza is elevated 24 feet above street level to accommodate Pine Grove Avenue, which runs beneath the facility. Key issues identified during scoping include those related to effects of the project on the natural, human, and built environment including neighborhood and community cohesion, visual character, noise, air quality, and land use patterns. Practical alternatives include expanding the existing plaza and relocating major functions of the plaza approximately 1.5 miles from the existing facility, with a secured corridor connecting the existing plaza to the new portion of the plaza. Two alternatives are presented in this final EIS. The No Build alternative would not make any changes to the existing plaza configuration or ramps. The recommended alternative incorporates design modifications from the draft EIS City West Alternative (the preferred alternative) and would encompass a 131-acre tract to provide for an expanded plaza and improvements along the I-94/I-69 corridor, including a welcome center and 56-acre plaza. Pine Grove Avenue would be relocated to wrap around the south and west sides of the plaza. The block bounded by Tenth Avenue, Hancock Street, the Michigan 25 Connector, and the existing plaza for expanded inspection and plaza space. The project would include the reconstruction of the Black River Bridge to expand it from four to nine lanes and reconstruct the Water Street Bridge. The Lapeer Connecter interchange would be expanded to include access in all directions. A new Michigan Department of Transportation Welcome Center would be constructed north of I-94/I-69 in Port Huron Township, replacing the existing center at Water Street. POSITIVE IMPACTS: The new facilities would accommodate plaza traffic growth through the year 2030; provide space for future plaza facility additions and new inspection technologies, reduce traffic backups on I-94/I/69, the Blue Water Bridge, and Highway 402 in Canada; improve safety on the Blue Water Bridge; and minimize impacts to plaza traffic on local roads. The new facilities could encourage commercial redevelopment of land north of Hancock Street. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of a significant portion of the neighborhood south of the existing plaza and 13 homes in the neighborhood northeast of the plaza; in all, 125 residences would be relocated. A church relocation and 30 business displacements would also be unavoidable. The E.C. Williams House, which is eligible for inclusion in the National Register of Historic Places, would be displaced as well. The inspection station and related facilities would lie within a non-attainment area for airborne particulate matter. Traffic-generated noise would approach or exceed federal standards at 45 residences, four businesses, and at one park site. The facilities would lie within a 100-year floodplain. Construction workers would encounter some or all of the 20 hazardous waste sites that lie within the study area. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0440D, Volume 31, Number 4. JF - EPA number: 090090, 766 pages and maps, March 25, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-07-02-F KW - Air Quality Standards Violations KW - Border Stations KW - Commercial Zones KW - Community Facilities KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - International Programs KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Urban Renewal KW - Michigan KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346891?accountid=14244 L2 - http://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=2009-03-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BLUE+WATER+BRIDGE+PLAZA+STUDY%2C+ST.+CLAIR+COUNTY%2C+MICHIGAN.&rft.title=BLUE+WATER+BRIDGE+PLAZA+STUDY%2C+ST.+CLAIR+COUNTY%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 25, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Integrating Secure Train Control and Scheduling T2 - Third Annual International Federation for Information Processing Working Group 11.10 International Conference on Critical Infrastructure Protection AN - 41777108; 5044784 JF - Third Annual International Federation for Information Processing Working Group 11.10 International Conference on Critical Infrastructure Protection AU - Hartong, M AU - Goel, R AU - Wijesekera, D Y1 - 2009/03/22/ PY - 2009 DA - 2009 Mar 22 KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41777108?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=Third+Annual+International+Federation+for+Information+Processing+Working+Group+11.10+International+Conference+on+Critical+Infrastructure+Protection&rft.atitle=Integrating+Secure+Train+Control+and+Scheduling&rft.au=Hartong%2C+M%3BGoel%2C+R%3BWijesekera%2C+D&rft.aulast=Hartong&rft.aufirst=M&rft.date=2009-03-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Third+Annual+International+Federation+for+Information+Processing+Working+Group+11.10+International+Conference+on+Critical+Infrastructure+Protection&rft.issn=&rft_id=info:doi/ L2 - http://www.ifip1110.org/Conferences/ConferenceProgram2009.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 8 of 9] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224033; 13812-7_0008 AB - PURPOSE: The construction and operation of a privately financed, fully grade-separated, dedicated double-track passenger railroad, to be known as the DesertXpress, along a 200-mile corridor from Victorville, California to Las Vegas, Nevada are proposed. High and increasing travel demand along the Interstate 15 (I-15), which parallels the proposed railroad alignment, and constraints on air travel indicate that an alternative mode of passenger transportation along this route. In addition to lagging capacity, I-15 has been the site of frequent accidents In addition to the proposed action, this draft EIS considers alternatives for constructing a privately financed steel-on-wheel high-speed train and a No Action Alternative. In addition, two rail alignment alternatives are considered. Alternative A would provide for construction of the railroad within the median of the I-15 freeway, while Alternative B would provide for a rail line that would lie within the fenced area of the I-15 rights-of-way, adjacent to automobile travel lanes. In addition to the rail line, the project would include the following facilities: passenger stations in Victorville and Las Vegas, operations and maintenance facilities in Victorville and Las Vegas and a maintenance of way facility in Baker, California. Two train technologies are under consideration, specifically, diesel/electric multiple unit (DEMU) or electric multi0le unit (EMU) train sets. The DEMU train set would be able to reach a maximum speed of 125 miles per hour (mph), while the EMU would be able to reach a maximum speed of 150 mph. POSITIVE IMPACTS: The rail line would provide proven high-speed rail technology constituting a convenient alternative to the use of the congested I-15 freeway and the declining air connections between the termini. Rail operations would provide 361 to 463 permanent jobs. NEGATIVE IMPACTS: Rights-of-way development would displace 649 acres of desert tortoise habitat permanently and 832 acres of tortoise habitat temporarily. The rail line would traverse 24 streams and present an additional barrier to wildlife movement. Mohave ground squirrel habitat affected would include 845 acres of permanently displaced habitat and 803 acres of temporarily displaced habitat. The project would also result in mortality and disturbance amongst Mojave fringe-toed lizards, nesting raptors, migratory birds, banded gila monsters, burrowing owls, roosting bats, desert bighorn sheep, and American badgers. Two historic sites and 20 to 24 archaeological sites would be impacted. Approximately 3.37 acres of agricultural land would be directly impacted, and 6.75 acres indirectly impacted. The rights-of-way would encroach on nearly 30 acres of 100-year floodplain and 1,128 to 11,035 linear feet of stream channel Minority groups would experience disproportionate impacts in the vicinity of the Victorville Station and operations and maintenance facility sites. Traffic congestion would increase significantly in the vicinity of the Victorville Station. The rail corridor would lie within an area affected by high seismic activity. From 31 to 83 sensitive receptor sites along the line would experience noise levels in excess of federal standards, and 19 to 233 sites would experience excessive vibratory impacts. Construction workers would encounter four to six hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 090087, Volume 1--821 pages Volume 2--998 pages, March 20, 2009 PY - 2009 VL - 8 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Birds KW - Creeks KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Nevada KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224033?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 7 of 9] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224027; 13812-7_0007 AB - PURPOSE: The construction and operation of a privately financed, fully grade-separated, dedicated double-track passenger railroad, to be known as the DesertXpress, along a 200-mile corridor from Victorville, California to Las Vegas, Nevada are proposed. High and increasing travel demand along the Interstate 15 (I-15), which parallels the proposed railroad alignment, and constraints on air travel indicate that an alternative mode of passenger transportation along this route. In addition to lagging capacity, I-15 has been the site of frequent accidents In addition to the proposed action, this draft EIS considers alternatives for constructing a privately financed steel-on-wheel high-speed train and a No Action Alternative. In addition, two rail alignment alternatives are considered. Alternative A would provide for construction of the railroad within the median of the I-15 freeway, while Alternative B would provide for a rail line that would lie within the fenced area of the I-15 rights-of-way, adjacent to automobile travel lanes. In addition to the rail line, the project would include the following facilities: passenger stations in Victorville and Las Vegas, operations and maintenance facilities in Victorville and Las Vegas and a maintenance of way facility in Baker, California. Two train technologies are under consideration, specifically, diesel/electric multiple unit (DEMU) or electric multi0le unit (EMU) train sets. The DEMU train set would be able to reach a maximum speed of 125 miles per hour (mph), while the EMU would be able to reach a maximum speed of 150 mph. POSITIVE IMPACTS: The rail line would provide proven high-speed rail technology constituting a convenient alternative to the use of the congested I-15 freeway and the declining air connections between the termini. Rail operations would provide 361 to 463 permanent jobs. NEGATIVE IMPACTS: Rights-of-way development would displace 649 acres of desert tortoise habitat permanently and 832 acres of tortoise habitat temporarily. The rail line would traverse 24 streams and present an additional barrier to wildlife movement. Mohave ground squirrel habitat affected would include 845 acres of permanently displaced habitat and 803 acres of temporarily displaced habitat. The project would also result in mortality and disturbance amongst Mojave fringe-toed lizards, nesting raptors, migratory birds, banded gila monsters, burrowing owls, roosting bats, desert bighorn sheep, and American badgers. Two historic sites and 20 to 24 archaeological sites would be impacted. Approximately 3.37 acres of agricultural land would be directly impacted, and 6.75 acres indirectly impacted. The rights-of-way would encroach on nearly 30 acres of 100-year floodplain and 1,128 to 11,035 linear feet of stream channel Minority groups would experience disproportionate impacts in the vicinity of the Victorville Station and operations and maintenance facility sites. Traffic congestion would increase significantly in the vicinity of the Victorville Station. The rail corridor would lie within an area affected by high seismic activity. From 31 to 83 sensitive receptor sites along the line would experience noise levels in excess of federal standards, and 19 to 233 sites would experience excessive vibratory impacts. Construction workers would encounter four to six hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 090087, Volume 1--821 pages Volume 2--998 pages, March 20, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Birds KW - Creeks KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Nevada KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224027?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 6 of 9] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224022; 13812-7_0006 AB - PURPOSE: The construction and operation of a privately financed, fully grade-separated, dedicated double-track passenger railroad, to be known as the DesertXpress, along a 200-mile corridor from Victorville, California to Las Vegas, Nevada are proposed. High and increasing travel demand along the Interstate 15 (I-15), which parallels the proposed railroad alignment, and constraints on air travel indicate that an alternative mode of passenger transportation along this route. In addition to lagging capacity, I-15 has been the site of frequent accidents In addition to the proposed action, this draft EIS considers alternatives for constructing a privately financed steel-on-wheel high-speed train and a No Action Alternative. In addition, two rail alignment alternatives are considered. Alternative A would provide for construction of the railroad within the median of the I-15 freeway, while Alternative B would provide for a rail line that would lie within the fenced area of the I-15 rights-of-way, adjacent to automobile travel lanes. In addition to the rail line, the project would include the following facilities: passenger stations in Victorville and Las Vegas, operations and maintenance facilities in Victorville and Las Vegas and a maintenance of way facility in Baker, California. Two train technologies are under consideration, specifically, diesel/electric multiple unit (DEMU) or electric multi0le unit (EMU) train sets. The DEMU train set would be able to reach a maximum speed of 125 miles per hour (mph), while the EMU would be able to reach a maximum speed of 150 mph. POSITIVE IMPACTS: The rail line would provide proven high-speed rail technology constituting a convenient alternative to the use of the congested I-15 freeway and the declining air connections between the termini. Rail operations would provide 361 to 463 permanent jobs. NEGATIVE IMPACTS: Rights-of-way development would displace 649 acres of desert tortoise habitat permanently and 832 acres of tortoise habitat temporarily. The rail line would traverse 24 streams and present an additional barrier to wildlife movement. Mohave ground squirrel habitat affected would include 845 acres of permanently displaced habitat and 803 acres of temporarily displaced habitat. The project would also result in mortality and disturbance amongst Mojave fringe-toed lizards, nesting raptors, migratory birds, banded gila monsters, burrowing owls, roosting bats, desert bighorn sheep, and American badgers. Two historic sites and 20 to 24 archaeological sites would be impacted. Approximately 3.37 acres of agricultural land would be directly impacted, and 6.75 acres indirectly impacted. The rights-of-way would encroach on nearly 30 acres of 100-year floodplain and 1,128 to 11,035 linear feet of stream channel Minority groups would experience disproportionate impacts in the vicinity of the Victorville Station and operations and maintenance facility sites. Traffic congestion would increase significantly in the vicinity of the Victorville Station. The rail corridor would lie within an area affected by high seismic activity. From 31 to 83 sensitive receptor sites along the line would experience noise levels in excess of federal standards, and 19 to 233 sites would experience excessive vibratory impacts. Construction workers would encounter four to six hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 090087, Volume 1--821 pages Volume 2--998 pages, March 20, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Birds KW - Creeks KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Nevada KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224022?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 3 of 9] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224009; 13812-7_0003 AB - PURPOSE: The construction and operation of a privately financed, fully grade-separated, dedicated double-track passenger railroad, to be known as the DesertXpress, along a 200-mile corridor from Victorville, California to Las Vegas, Nevada are proposed. High and increasing travel demand along the Interstate 15 (I-15), which parallels the proposed railroad alignment, and constraints on air travel indicate that an alternative mode of passenger transportation along this route. In addition to lagging capacity, I-15 has been the site of frequent accidents In addition to the proposed action, this draft EIS considers alternatives for constructing a privately financed steel-on-wheel high-speed train and a No Action Alternative. In addition, two rail alignment alternatives are considered. Alternative A would provide for construction of the railroad within the median of the I-15 freeway, while Alternative B would provide for a rail line that would lie within the fenced area of the I-15 rights-of-way, adjacent to automobile travel lanes. In addition to the rail line, the project would include the following facilities: passenger stations in Victorville and Las Vegas, operations and maintenance facilities in Victorville and Las Vegas and a maintenance of way facility in Baker, California. Two train technologies are under consideration, specifically, diesel/electric multiple unit (DEMU) or electric multi0le unit (EMU) train sets. The DEMU train set would be able to reach a maximum speed of 125 miles per hour (mph), while the EMU would be able to reach a maximum speed of 150 mph. POSITIVE IMPACTS: The rail line would provide proven high-speed rail technology constituting a convenient alternative to the use of the congested I-15 freeway and the declining air connections between the termini. Rail operations would provide 361 to 463 permanent jobs. NEGATIVE IMPACTS: Rights-of-way development would displace 649 acres of desert tortoise habitat permanently and 832 acres of tortoise habitat temporarily. The rail line would traverse 24 streams and present an additional barrier to wildlife movement. Mohave ground squirrel habitat affected would include 845 acres of permanently displaced habitat and 803 acres of temporarily displaced habitat. The project would also result in mortality and disturbance amongst Mojave fringe-toed lizards, nesting raptors, migratory birds, banded gila monsters, burrowing owls, roosting bats, desert bighorn sheep, and American badgers. Two historic sites and 20 to 24 archaeological sites would be impacted. Approximately 3.37 acres of agricultural land would be directly impacted, and 6.75 acres indirectly impacted. The rights-of-way would encroach on nearly 30 acres of 100-year floodplain and 1,128 to 11,035 linear feet of stream channel Minority groups would experience disproportionate impacts in the vicinity of the Victorville Station and operations and maintenance facility sites. Traffic congestion would increase significantly in the vicinity of the Victorville Station. The rail corridor would lie within an area affected by high seismic activity. From 31 to 83 sensitive receptor sites along the line would experience noise levels in excess of federal standards, and 19 to 233 sites would experience excessive vibratory impacts. Construction workers would encounter four to six hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 090087, Volume 1--821 pages Volume 2--998 pages, March 20, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Birds KW - Creeks KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Nevada KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224009?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 2 of 9] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224006; 13812-7_0002 AB - PURPOSE: The construction and operation of a privately financed, fully grade-separated, dedicated double-track passenger railroad, to be known as the DesertXpress, along a 200-mile corridor from Victorville, California to Las Vegas, Nevada are proposed. High and increasing travel demand along the Interstate 15 (I-15), which parallels the proposed railroad alignment, and constraints on air travel indicate that an alternative mode of passenger transportation along this route. In addition to lagging capacity, I-15 has been the site of frequent accidents In addition to the proposed action, this draft EIS considers alternatives for constructing a privately financed steel-on-wheel high-speed train and a No Action Alternative. In addition, two rail alignment alternatives are considered. Alternative A would provide for construction of the railroad within the median of the I-15 freeway, while Alternative B would provide for a rail line that would lie within the fenced area of the I-15 rights-of-way, adjacent to automobile travel lanes. In addition to the rail line, the project would include the following facilities: passenger stations in Victorville and Las Vegas, operations and maintenance facilities in Victorville and Las Vegas and a maintenance of way facility in Baker, California. Two train technologies are under consideration, specifically, diesel/electric multiple unit (DEMU) or electric multi0le unit (EMU) train sets. The DEMU train set would be able to reach a maximum speed of 125 miles per hour (mph), while the EMU would be able to reach a maximum speed of 150 mph. POSITIVE IMPACTS: The rail line would provide proven high-speed rail technology constituting a convenient alternative to the use of the congested I-15 freeway and the declining air connections between the termini. Rail operations would provide 361 to 463 permanent jobs. NEGATIVE IMPACTS: Rights-of-way development would displace 649 acres of desert tortoise habitat permanently and 832 acres of tortoise habitat temporarily. The rail line would traverse 24 streams and present an additional barrier to wildlife movement. Mohave ground squirrel habitat affected would include 845 acres of permanently displaced habitat and 803 acres of temporarily displaced habitat. The project would also result in mortality and disturbance amongst Mojave fringe-toed lizards, nesting raptors, migratory birds, banded gila monsters, burrowing owls, roosting bats, desert bighorn sheep, and American badgers. Two historic sites and 20 to 24 archaeological sites would be impacted. Approximately 3.37 acres of agricultural land would be directly impacted, and 6.75 acres indirectly impacted. The rights-of-way would encroach on nearly 30 acres of 100-year floodplain and 1,128 to 11,035 linear feet of stream channel Minority groups would experience disproportionate impacts in the vicinity of the Victorville Station and operations and maintenance facility sites. Traffic congestion would increase significantly in the vicinity of the Victorville Station. The rail corridor would lie within an area affected by high seismic activity. From 31 to 83 sensitive receptor sites along the line would experience noise levels in excess of federal standards, and 19 to 233 sites would experience excessive vibratory impacts. Construction workers would encounter four to six hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 090087, Volume 1--821 pages Volume 2--998 pages, March 20, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Birds KW - Creeks KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Nevada KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224006?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 1 of 9] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224003; 13812-7_0001 AB - PURPOSE: The construction and operation of a privately financed, fully grade-separated, dedicated double-track passenger railroad, to be known as the DesertXpress, along a 200-mile corridor from Victorville, California to Las Vegas, Nevada are proposed. High and increasing travel demand along the Interstate 15 (I-15), which parallels the proposed railroad alignment, and constraints on air travel indicate that an alternative mode of passenger transportation along this route. In addition to lagging capacity, I-15 has been the site of frequent accidents In addition to the proposed action, this draft EIS considers alternatives for constructing a privately financed steel-on-wheel high-speed train and a No Action Alternative. In addition, two rail alignment alternatives are considered. Alternative A would provide for construction of the railroad within the median of the I-15 freeway, while Alternative B would provide for a rail line that would lie within the fenced area of the I-15 rights-of-way, adjacent to automobile travel lanes. In addition to the rail line, the project would include the following facilities: passenger stations in Victorville and Las Vegas, operations and maintenance facilities in Victorville and Las Vegas and a maintenance of way facility in Baker, California. Two train technologies are under consideration, specifically, diesel/electric multiple unit (DEMU) or electric multi0le unit (EMU) train sets. The DEMU train set would be able to reach a maximum speed of 125 miles per hour (mph), while the EMU would be able to reach a maximum speed of 150 mph. POSITIVE IMPACTS: The rail line would provide proven high-speed rail technology constituting a convenient alternative to the use of the congested I-15 freeway and the declining air connections between the termini. Rail operations would provide 361 to 463 permanent jobs. NEGATIVE IMPACTS: Rights-of-way development would displace 649 acres of desert tortoise habitat permanently and 832 acres of tortoise habitat temporarily. The rail line would traverse 24 streams and present an additional barrier to wildlife movement. Mohave ground squirrel habitat affected would include 845 acres of permanently displaced habitat and 803 acres of temporarily displaced habitat. The project would also result in mortality and disturbance amongst Mojave fringe-toed lizards, nesting raptors, migratory birds, banded gila monsters, burrowing owls, roosting bats, desert bighorn sheep, and American badgers. Two historic sites and 20 to 24 archaeological sites would be impacted. Approximately 3.37 acres of agricultural land would be directly impacted, and 6.75 acres indirectly impacted. The rights-of-way would encroach on nearly 30 acres of 100-year floodplain and 1,128 to 11,035 linear feet of stream channel Minority groups would experience disproportionate impacts in the vicinity of the Victorville Station and operations and maintenance facility sites. Traffic congestion would increase significantly in the vicinity of the Victorville Station. The rail corridor would lie within an area affected by high seismic activity. From 31 to 83 sensitive receptor sites along the line would experience noise levels in excess of federal standards, and 19 to 233 sites would experience excessive vibratory impacts. Construction workers would encounter four to six hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 090087, Volume 1--821 pages Volume 2--998 pages, March 20, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Birds KW - Creeks KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Nevada KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224003?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PLACER PARKWAY CORRIDOR PRESERVATION IN THE COUNTIES OF SUTTER AND LACER, STATE OF CALIFORNIA, FROM STATE ROUTE 70/99 TO STATE ROUTE 65 (PARTIAL REVISION OF THE TIER 1 ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2007). [Part 1 of 1] T2 - PLACER PARKWAY CORRIDOR PRESERVATION IN THE COUNTIES OF SUTTER AND LACER, STATE OF CALIFORNIA, FROM STATE ROUTE 70/99 TO STATE ROUTE 65 (PARTIAL REVISION OF THE TIER 1 ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2007). AN - 756824830; 13810-090085_0001 AB - PURPOSE: The selection and acquisition of transportation rights-of-way within a 14.2- to 16.2-mile corridor for the future construction of Placer Parkway, a proposed east-west roadway linking State Route (SR) 65 and SR 70/99 in Sutter and Placer counties, California are proposed in this revision of the draft Tier 1 EIS of June 2007. Placer Parkway has been established as a high-priority regional transportation facility in the Sacramento Council of Governments' 2005 Metropolitan Transportation Plan and the 2027 Placer County Regional Transportation Plan. The rights-of-way to be acquired would be a 500- to 1,000-foot-wide corridor within which a four- to six-lane parkway would be constructed. The 500-foot-wide sections would traverse the eastern and western segments of the corridor, while the 1,000-foot-wide section would lie between Pleasant Grove Road and Fiddyment Road, which is the central segment. Construction of the parkway would be subject to a separate environmental review. This EIS considers five alternative alignments and a No-Build Alternative. The selected corridor would contain the roadway, including the median, travel lanes, shoulders, associated access ramps, and a no-development buffer zone. Access to the parkway would be provided at its western and eastern ends, where existing areas of dense development are already located or planned. Access would be restricted for the seven-mile segment between Pleasant Grove Road and Fiddyment Road. Interchanges would be provided via SR 65 at Whitney Ranch Parkway, Foothills Boulevard, Fiddyment Road, one or two locations to be determined in southern Sutter County, and SR 70/99 at a point 0.5 mile north of Riego Road or at Sankey Road. Farmland classification in the draft EIS was based on outdated data and revisions resulted in the alternative with the least total impacts on all categories of farmland changing from Alternative 4 to Alternative 5, and the greatest from Alternative 2 to Alternative 3. Additional analyses address to growth inducement potential undertaken for this revision did not result in substantial changes. This revised draft generally supports the assertion made in the draft Tier 1 EIS that the more northerly corridor alignment alternatives would result in less growth inducement potential and less secondary and indirect impacts on biological resources than would more southerly corridor alignment alternatives. POSITIVE IMPACTS: The Placer Parkway would reduce anticipated congestion on both the local and regional road transportation system and advance the economic development goals established for southwestern Placer County and southern Sutter County. NEGATIVE IMPACTS: Acquisition of 1,672 to 1,918 acres of rights-of-way would displace 676.5 to 990 acres of farmland, including prime farmland, as well as 4.8 to 12.3 acres of riparian land, 269 to 370 acres of floodplain, 28 to 35.8 acres of wetlands, 107 to 127 acres of vernal pools. The rights-of-way would bisect 26 to 35 parcels of farmland. Impacts to federally protected species would include the loss or degradation of 268 to 340 acres of habitat for the garter snake, 3.3 to 7.9 acres of nesting habitat for Swainson's hawk and white-tailed kite, 759 to 10,244 acres of foraging habitat for Swainson's hawk, and 1.2 to 1.9 acres of valley elderberry longhorn beetle habitat. The parkway would increase impervious area by 622 to 745 acres within the corridor, increasing runoff and reducing percolation. The project could affect Reclamation District No. 1000 Rural Historic District, which is eligible for inclusion in the national Register of Historic Places. Three of the alternatives would also affect three other properties that might be eligible for inclusion in the Register. Traffic-generated noise levels associated with the parkway would exceed federal standards at one or two existing residences and an unknown number of residences within proposed residential developments. Construction workers would encounter three or four hazardous waste sites. Construction emissions would exceed local air quality standards for volatile organic compounds, nitrogen oxides, and particulate matter. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0276D, Volume 31, Number 2. JF - EPA number: 090085, 128 pages and maps, March 20, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-07-46-DS KW - Air Quality Standards Violations KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Insects KW - Nitrogen Oxides KW - Noise Standards Violations KW - Particulates KW - Section 4(f) Statements KW - Volatile Organic Compounds KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824830?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PLACER+PARKWAY+CORRIDOR+PRESERVATION+IN+THE+COUNTIES+OF+SUTTER+AND+LACER%2C+STATE+OF+CALIFORNIA%2C+FROM+STATE+ROUTE+70%2F99+TO+STATE+ROUTE+65+%28PARTIAL+REVISION+OF+THE+TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2007%29.&rft.title=PLACER+PARKWAY+CORRIDOR+PRESERVATION+IN+THE+COUNTIES+OF+SUTTER+AND+LACER%2C+STATE+OF+CALIFORNIA%2C+FROM+STATE+ROUTE+70%2F99+TO+STATE+ROUTE+65+%28PARTIAL+REVISION+OF+THE+TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2007%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 36349594; 13812 AB - PURPOSE: The construction and operation of a privately financed, fully grade-separated, dedicated double-track passenger railroad, to be known as the DesertXpress, along a 200-mile corridor from Victorville, California to Las Vegas, Nevada are proposed. High and increasing travel demand along the Interstate 15 (I-15), which parallels the proposed railroad alignment, and constraints on air travel indicate that an alternative mode of passenger transportation along this route. In addition to lagging capacity, I-15 has been the site of frequent accidents In addition to the proposed action, this draft EIS considers alternatives for constructing a privately financed steel-on-wheel high-speed train and a No Action Alternative. In addition, two rail alignment alternatives are considered. Alternative A would provide for construction of the railroad within the median of the I-15 freeway, while Alternative B would provide for a rail line that would lie within the fenced area of the I-15 rights-of-way, adjacent to automobile travel lanes. In addition to the rail line, the project would include the following facilities: passenger stations in Victorville and Las Vegas, operations and maintenance facilities in Victorville and Las Vegas and a maintenance of way facility in Baker, California. Two train technologies are under consideration, specifically, diesel/electric multiple unit (DEMU) or electric multi0le unit (EMU) train sets. The DEMU train set would be able to reach a maximum speed of 125 miles per hour (mph), while the EMU would be able to reach a maximum speed of 150 mph. POSITIVE IMPACTS: The rail line would provide proven high-speed rail technology constituting a convenient alternative to the use of the congested I-15 freeway and the declining air connections between the termini. Rail operations would provide 361 to 463 permanent jobs. NEGATIVE IMPACTS: Rights-of-way development would displace 649 acres of desert tortoise habitat permanently and 832 acres of tortoise habitat temporarily. The rail line would traverse 24 streams and present an additional barrier to wildlife movement. Mohave ground squirrel habitat affected would include 845 acres of permanently displaced habitat and 803 acres of temporarily displaced habitat. The project would also result in mortality and disturbance amongst Mojave fringe-toed lizards, nesting raptors, migratory birds, banded gila monsters, burrowing owls, roosting bats, desert bighorn sheep, and American badgers. Two historic sites and 20 to 24 archaeological sites would be impacted. Approximately 3.37 acres of agricultural land would be directly impacted, and 6.75 acres indirectly impacted. The rights-of-way would encroach on nearly 30 acres of 100-year floodplain and 1,128 to 11,035 linear feet of stream channel Minority groups would experience disproportionate impacts in the vicinity of the Victorville Station and operations and maintenance facility sites. Traffic congestion would increase significantly in the vicinity of the Victorville Station. The rail corridor would lie within an area affected by high seismic activity. From 31 to 83 sensitive receptor sites along the line would experience noise levels in excess of federal standards, and 19 to 233 sites would experience excessive vibratory impacts. Construction workers would encounter four to six hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 090087, Volume 1--821 pages Volume 2--998 pages, March 20, 2009 PY - 2009 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Birds KW - Creeks KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Nevada KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349594?accountid=14244 L2 - http://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=2009-03-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PLACER PARKWAY CORRIDOR PRESERVATION IN THE COUNTIES OF SUTTER AND LACER, STATE OF CALIFORNIA, FROM STATE ROUTE 70/99 TO STATE ROUTE 65 (PARTIAL REVISION OF THE TIER 1 ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2007). AN - 16378779; 13810 AB - PURPOSE: The selection and acquisition of transportation rights-of-way within a 14.2- to 16.2-mile corridor for the future construction of Placer Parkway, a proposed east-west roadway linking State Route (SR) 65 and SR 70/99 in Sutter and Placer counties, California are proposed in this revision of the draft Tier 1 EIS of June 2007. Placer Parkway has been established as a high-priority regional transportation facility in the Sacramento Council of Governments' 2005 Metropolitan Transportation Plan and the 2027 Placer County Regional Transportation Plan. The rights-of-way to be acquired would be a 500- to 1,000-foot-wide corridor within which a four- to six-lane parkway would be constructed. The 500-foot-wide sections would traverse the eastern and western segments of the corridor, while the 1,000-foot-wide section would lie between Pleasant Grove Road and Fiddyment Road, which is the central segment. Construction of the parkway would be subject to a separate environmental review. This EIS considers five alternative alignments and a No-Build Alternative. The selected corridor would contain the roadway, including the median, travel lanes, shoulders, associated access ramps, and a no-development buffer zone. Access to the parkway would be provided at its western and eastern ends, where existing areas of dense development are already located or planned. Access would be restricted for the seven-mile segment between Pleasant Grove Road and Fiddyment Road. Interchanges would be provided via SR 65 at Whitney Ranch Parkway, Foothills Boulevard, Fiddyment Road, one or two locations to be determined in southern Sutter County, and SR 70/99 at a point 0.5 mile north of Riego Road or at Sankey Road. Farmland classification in the draft EIS was based on outdated data and revisions resulted in the alternative with the least total impacts on all categories of farmland changing from Alternative 4 to Alternative 5, and the greatest from Alternative 2 to Alternative 3. Additional analyses address to growth inducement potential undertaken for this revision did not result in substantial changes. This revised draft generally supports the assertion made in the draft Tier 1 EIS that the more northerly corridor alignment alternatives would result in less growth inducement potential and less secondary and indirect impacts on biological resources than would more southerly corridor alignment alternatives. POSITIVE IMPACTS: The Placer Parkway would reduce anticipated congestion on both the local and regional road transportation system and advance the economic development goals established for southwestern Placer County and southern Sutter County. NEGATIVE IMPACTS: Acquisition of 1,672 to 1,918 acres of rights-of-way would displace 676.5 to 990 acres of farmland, including prime farmland, as well as 4.8 to 12.3 acres of riparian land, 269 to 370 acres of floodplain, 28 to 35.8 acres of wetlands, 107 to 127 acres of vernal pools. The rights-of-way would bisect 26 to 35 parcels of farmland. Impacts to federally protected species would include the loss or degradation of 268 to 340 acres of habitat for the garter snake, 3.3 to 7.9 acres of nesting habitat for Swainson's hawk and white-tailed kite, 759 to 10,244 acres of foraging habitat for Swainson's hawk, and 1.2 to 1.9 acres of valley elderberry longhorn beetle habitat. The parkway would increase impervious area by 622 to 745 acres within the corridor, increasing runoff and reducing percolation. The project could affect Reclamation District No. 1000 Rural Historic District, which is eligible for inclusion in the national Register of Historic Places. Three of the alternatives would also affect three other properties that might be eligible for inclusion in the Register. Traffic-generated noise levels associated with the parkway would exceed federal standards at one or two existing residences and an unknown number of residences within proposed residential developments. Construction workers would encounter three or four hazardous waste sites. Construction emissions would exceed local air quality standards for volatile organic compounds, nitrogen oxides, and particulate matter. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0276D, Volume 31, Number 2. JF - EPA number: 090085, 128 pages and maps, March 20, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-07-46-DS KW - Air Quality Standards Violations KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Insects KW - Nitrogen Oxides KW - Noise Standards Violations KW - Particulates KW - Section 4(f) Statements KW - Volatile Organic Compounds KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16378779?accountid=14244 L2 - http://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=2009-03-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PLACER+PARKWAY+CORRIDOR+PRESERVATION+IN+THE+COUNTIES+OF+SUTTER+AND+LACER%2C+STATE+OF+CALIFORNIA%2C+FROM+STATE+ROUTE+70%2F99+TO+STATE+ROUTE+65+%28PARTIAL+REVISION+OF+THE+TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2007%29.&rft.title=PLACER+PARKWAY+CORRIDOR+PRESERVATION+IN+THE+COUNTIES+OF+SUTTER+AND+LACER%2C+STATE+OF+CALIFORNIA%2C+FROM+STATE+ROUTE+70%2F99+TO+STATE+ROUTE+65+%28PARTIAL+REVISION+OF+THE+TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2007%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - GreenSTEP: Greenhouse Gas State Transportation Emissions Planning Model T2 - 50th Annual Transportation Research Forum AN - 41741220; 5004313 JF - 50th Annual Transportation Research Forum AU - Gregor, Brian Y1 - 2009/03/16/ PY - 2009 DA - 2009 Mar 16 KW - Greenhouse gases KW - Transportation KW - Emissions KW - Models KW - Climatic changes KW - Regional planning KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41741220?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=50th+Annual+Transportation+Research+Forum&rft.atitle=GreenSTEP%3A+Greenhouse+Gas+State+Transportation+Emissions+Planning+Model&rft.au=Gregor%2C+Brian&rft.aulast=Gregor&rft.aufirst=Brian&rft.date=2009-03-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=50th+Annual+Transportation+Research+Forum&rft.issn=&rft_id=info:doi/ L2 - http://www.trforum.org/forum/2009/2009Program.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Why Large Trucks and Passenger Vehicles Collide T2 - 50th Annual Transportation Research Forum AN - 41706308; 5004295 JF - 50th Annual Transportation Research Forum AU - Craft, Ralph Y1 - 2009/03/16/ PY - 2009 DA - 2009 Mar 16 KW - Trucks KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41706308?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=50th+Annual+Transportation+Research+Forum&rft.atitle=Why+Large+Trucks+and+Passenger+Vehicles+Collide&rft.au=Craft%2C+Ralph&rft.aulast=Craft&rft.aufirst=Ralph&rft.date=2009-03-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=50th+Annual+Transportation+Research+Forum&rft.issn=&rft_id=info:doi/ L2 - http://www.trforum.org/forum/2009/2009Program.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Highway Leasing and Club Theory T2 - 50th Annual Transportation Research Forum AN - 41698537; 5004298 JF - 50th Annual Transportation Research Forum AU - Huneke, William Y1 - 2009/03/16/ PY - 2009 DA - 2009 Mar 16 KW - Highways KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41698537?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=50th+Annual+Transportation+Research+Forum&rft.atitle=Highway+Leasing+and+Club+Theory&rft.au=Huneke%2C+William&rft.aulast=Huneke&rft.aufirst=William&rft.date=2009-03-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=50th+Annual+Transportation+Research+Forum&rft.issn=&rft_id=info:doi/ L2 - http://www.trforum.org/forum/2009/2009Program.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Effective Use of Steel Piles for a Large Transportation Project T2 - 2009 International Foundations Congress and Equipment Exposition (IFCEE 2009) AN - 41904938; 5097482 JF - 2009 International Foundations Congress and Equipment Exposition (IFCEE 2009) AU - Choate, Loreen AU - Hussein, Mohamad AU - Mangogna, Robert AU - Gray, Kathy Y1 - 2009/03/15/ PY - 2009 DA - 2009 Mar 15 KW - Steel KW - Transportation KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41904938?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+International+Foundations+Congress+and+Equipment+Exposition+%28IFCEE+2009%29&rft.atitle=Effective+Use+of+Steel+Piles+for+a+Large+Transportation+Project&rft.au=Choate%2C+Loreen%3BHussein%2C+Mohamad%3BMangogna%2C+Robert%3BGray%2C+Kathy&rft.aulast=Choate&rft.aufirst=Loreen&rft.date=2009-03-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+International+Foundations+Congress+and+Equipment+Exposition+%28IFCEE+2009%29&rft.issn=&rft_id=info:doi/ L2 - http://www.ifcee09.org/files/public/IFCEE09Program_022309_pm.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Assessing the Effectiveness of Compaction Grouting Using Seismic Methods T2 - 2009 International Foundations Congress and Equipment Exposition (IFCEE 2009) AN - 41890982; 5097693 JF - 2009 International Foundations Congress and Equipment Exposition (IFCEE 2009) AU - Haramy, Khamis AU - Henwood, Justin AU - Szynakiewics, Tom Y1 - 2009/03/15/ PY - 2009 DA - 2009 Mar 15 KW - Compaction KW - Seismic exploration KW - Grouting KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41890982?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+International+Foundations+Congress+and+Equipment+Exposition+%28IFCEE+2009%29&rft.atitle=Assessing+the+Effectiveness+of+Compaction+Grouting+Using+Seismic+Methods&rft.au=Haramy%2C+Khamis%3BHenwood%2C+Justin%3BSzynakiewics%2C+Tom&rft.aulast=Haramy&rft.aufirst=Khamis&rft.date=2009-03-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+International+Foundations+Congress+and+Equipment+Exposition+%28IFCEE+2009%29&rft.issn=&rft_id=info:doi/ L2 - http://www.ifcee09.org/files/public/IFCEE09Program_022309_pm.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Driven Concrete Pile Foundation Monitoring With Embedded Data Collector System T2 - 2009 International Foundations Congress and Equipment Exposition (IFCEE 2009) AN - 41870298; 5097636 JF - 2009 International Foundations Congress and Equipment Exposition (IFCEE 2009) AU - Herrera, Rodrigo AU - Jones, Lawrence AU - Lai, Peter Y1 - 2009/03/15/ PY - 2009 DA - 2009 Mar 15 KW - Concrete KW - Foundations KW - Data processing KW - Piles KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41870298?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+International+Foundations+Congress+and+Equipment+Exposition+%28IFCEE+2009%29&rft.atitle=Driven+Concrete+Pile+Foundation+Monitoring+With+Embedded+Data+Collector+System&rft.au=Herrera%2C+Rodrigo%3BJones%2C+Lawrence%3BLai%2C+Peter&rft.aulast=Herrera&rft.aufirst=Rodrigo&rft.date=2009-03-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+International+Foundations+Congress+and+Equipment+Exposition+%28IFCEE+2009%29&rft.issn=&rft_id=info:doi/ L2 - http://www.ifcee09.org/files/public/IFCEE09Program_022309_pm.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Wetting Induced Changes in Elastic Modulus of a Compacted Low Plasticity Clay T2 - 2009 International Foundations Congress and Equipment Exposition (IFCEE 2009) AN - 41855790; 5097646 JF - 2009 International Foundations Congress and Equipment Exposition (IFCEE 2009) AU - Kim, Wan AU - Borden, Roy Y1 - 2009/03/15/ PY - 2009 DA - 2009 Mar 15 KW - Clays KW - Plasticity KW - Mechanical properties KW - Soil mechanics KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41855790?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+International+Foundations+Congress+and+Equipment+Exposition+%28IFCEE+2009%29&rft.atitle=Wetting+Induced+Changes+in+Elastic+Modulus+of+a+Compacted+Low+Plasticity+Clay&rft.au=Kim%2C+Wan%3BBorden%2C+Roy&rft.aulast=Kim&rft.aufirst=Wan&rft.date=2009-03-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+International+Foundations+Congress+and+Equipment+Exposition+%28IFCEE+2009%29&rft.issn=&rft_id=info:doi/ L2 - http://www.ifcee09.org/files/public/IFCEE09Program_022309_pm.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 18 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125722; 13799-4_0018 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 18 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125722?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 17 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125717; 13799-4_0017 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 17 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125717?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 16 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125712; 13799-4_0016 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 16 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125712?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 15 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125710; 13799-4_0015 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 15 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125710?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 14 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125705; 13799-4_0014 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 14 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125705?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 13 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125702; 13799-4_0013 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 13 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125702?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 8 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125699; 13799-4_0008 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 8 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125699?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 7 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125696; 13799-4_0007 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 7 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125696?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 6 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125694; 13799-4_0006 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 6 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125694?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 5 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125692; 13799-4_0005 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 5 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125692?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 4 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125689; 13799-4_0004 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 4 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125689?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 3 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125688; 13799-4_0003 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 3 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125688?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 12 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125400; 13799-4_0012 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 12 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125400?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 11 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125390; 13799-4_0011 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 11 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125390?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 10 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125385; 13799-4_0010 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 10 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125385?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 9 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125380; 13799-4_0009 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 9 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125380?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 37 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125377; 13799-4_0037 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 37 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125377?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 2 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125372; 13799-4_0002 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 2 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125372?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 36 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125371; 13799-4_0036 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 36 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125371?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 1 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125366; 13799-4_0001 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 1 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125366?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 35 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125364; 13799-4_0035 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 35 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125364?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 34 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125360; 13799-4_0034 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 34 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125360?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 33 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125356; 13799-4_0033 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 33 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125356?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 32 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125348; 13799-4_0032 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 32 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125348?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 21 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125330; 13799-4_0021 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 21 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125330?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 20 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125321; 13799-4_0020 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 20 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125321?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 19 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125318; 13799-4_0019 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 19 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125318?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 39 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125158; 13799-4_0039 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 39 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125158?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 38 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125155; 13799-4_0038 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 38 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125155?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 25 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125152; 13799-4_0025 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 25 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125152?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 24 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125149; 13799-4_0024 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 24 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125149?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 23 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125146; 13799-4_0023 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 23 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125146?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 22 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125139; 13799-4_0022 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 22 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125139?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 31 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125124; 13799-4_0031 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 31 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125124?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 30 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125120; 13799-4_0030 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 30 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125120?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 29 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125114; 13799-4_0029 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 29 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125114?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 28 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125109; 13799-4_0028 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 28 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125109?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 27 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125105; 13799-4_0027 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 27 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125105?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. [Part 26 of 39] T2 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 873125102; 13799-4_0026 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 VL - 26 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125102?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CLEVELAND INNERBELT PROJECT, CITY OF CLEVELAND, CUYAHOGA COUNTY, OHIO. [Part 3 of 3] T2 - CLEVELAND INNERBELT PROJECT, CITY OF CLEVELAND, CUYAHOGA COUNTY, OHIO. AN - 756825129; 13796-090071_0003 AB - PURPOSE: The rehabilitation and reconstruction of the Cleveland Innerbelt Freeway system infrastructure in Cuyahoga County, Ohio are proposed. The freeway system provides for the collection and distribution of traffic between the radial freeway system Interstate 70 (I-70), I-77, State Route (SR) 2, I-490, and SR 176). The facility also moves traffic between each of the radial freeways within the Cleveland Central Business District. The system is currently affected by operational, design, safety, and access shortcomings that severely impact the system's ability to function at an acceptable level. Project termini are located at the merge/diverge point of SR 176 (Jennings Freeway) and I-71 southwest of downtown Cleveland, south of ht existing I-90/I-77 central interchange on I-77 south to the Pershing Avenue local partial interchange south of downtown, and east of the I-90/DR 2 interchange east of downtown along the shore of Lake Erie and adjacent to the Burke Lakefront Airport. Within the project limits, I-90 crosses the expansive Cuyahoga River Valley. The central viaduct major deck truss bridge facilitates the I-90 crossing of the valley with connections to I-71 and I-90 within the historic Tremont area on the west side and with connections to the I-90/I-77 central interchange adjacent to the Cleveland Indian's Major League Baseball facility to the east. In addition to the main freeway system work, the project would redesign 25, redirect 9, and relocate or eliminate one of the 35 access points and reconfigure and/or redesign 19 cross streets. This draft EIS considers two build alternatives and a N-Build Alternative. Depending on the options chosen, cost of the project is estimated at $1.5 billion to $2.0 billion. Alternative A, which would follow a northern alignment, would provide for full depth pavement replacement, widening where necessary to address capacity or lane continuity, 35 new mainline ramp and overhead bridges, and 16 mainline and ramp deck replacements. The alternative would include the construction of a new bridge north of the existing Central Viaduct to carry westbound traffic and the replacement of the existing Viaduct on essentially its existing alignment to accommodate eastbound traffic. The new westbound bridge across the Cuyahoga Valley would have a main span length of 900 feet, with a 1,028-foot western approach and a 3,371-foot eastern approach. Alternative B would be generally identical to Alternative A, except that it would follow a southern alignment and the bridge across the Cayahoga Valley would differ in design. The new westbound bridge across the valley would have a main span length of 900 feet, with a 1,041-foot western approach and a 3,031-foot eastern approach. POSITIVE IMPACTS: The project would rehabilitate deteriorating bridges, mainline pavements, interchanges, and overpasses and underpasses and rectify design features that do not meet current interstate standards. The number of existing design deficiencies would be reduced from 131 to six and locations that lack full shoulders would be reduced from 11 to three. Inadequate ramp configurations would decline from 34 to none. Vertical clearance deficiencies would be ameliorated at all 21 locations currently affected by this design flaw. The improved system would more efficiently collect and distribute traffic between the interstate system, the radial freeway, and downtown Cleveland. Peak period performance of the freeway system, in particularly, would be significantly improved. Visual aesthetics, particularly views of Lake Erie, would be enhanced significantly by freeway design. NEGATIVE IMPACTS: Rights-of-way development would require the taking of commercial and industrial land as well as all of portions of certain historically significant resources, including Broadway Mills, the Marathon Gas Station, and Terminal Warehouse under alternative A and Broadway Mills, the Marathon Gas Station, and the Tremont National Register Historic District under Alternative B. Through future traffic-level noise levels would increase only slightly, hundreds of sensitive receptor sites currently experience noise levels in excess of federal standards would continue to experience excessive noise; noise barriers would successfully mitigate noise in some areas. Construction workers would encounter 18 to 23 hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090071, 366 pages (oversize, March 11, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-09-01-D KW - Bridges KW - Central Business Districts KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Ohio KW - Department of Transportation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825129?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CLEVELAND+INNERBELT+PROJECT%2C+CITY+OF+CLEVELAND%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.title=CLEVELAND+INNERBELT+PROJECT%2C+CITY+OF+CLEVELAND%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CLEVELAND INNERBELT PROJECT, CITY OF CLEVELAND, CUYAHOGA COUNTY, OHIO. [Part 2 of 3] T2 - CLEVELAND INNERBELT PROJECT, CITY OF CLEVELAND, CUYAHOGA COUNTY, OHIO. AN - 756825082; 13796-090071_0002 AB - PURPOSE: The rehabilitation and reconstruction of the Cleveland Innerbelt Freeway system infrastructure in Cuyahoga County, Ohio are proposed. The freeway system provides for the collection and distribution of traffic between the radial freeway system Interstate 70 (I-70), I-77, State Route (SR) 2, I-490, and SR 176). The facility also moves traffic between each of the radial freeways within the Cleveland Central Business District. The system is currently affected by operational, design, safety, and access shortcomings that severely impact the system's ability to function at an acceptable level. Project termini are located at the merge/diverge point of SR 176 (Jennings Freeway) and I-71 southwest of downtown Cleveland, south of ht existing I-90/I-77 central interchange on I-77 south to the Pershing Avenue local partial interchange south of downtown, and east of the I-90/DR 2 interchange east of downtown along the shore of Lake Erie and adjacent to the Burke Lakefront Airport. Within the project limits, I-90 crosses the expansive Cuyahoga River Valley. The central viaduct major deck truss bridge facilitates the I-90 crossing of the valley with connections to I-71 and I-90 within the historic Tremont area on the west side and with connections to the I-90/I-77 central interchange adjacent to the Cleveland Indian's Major League Baseball facility to the east. In addition to the main freeway system work, the project would redesign 25, redirect 9, and relocate or eliminate one of the 35 access points and reconfigure and/or redesign 19 cross streets. This draft EIS considers two build alternatives and a N-Build Alternative. Depending on the options chosen, cost of the project is estimated at $1.5 billion to $2.0 billion. Alternative A, which would follow a northern alignment, would provide for full depth pavement replacement, widening where necessary to address capacity or lane continuity, 35 new mainline ramp and overhead bridges, and 16 mainline and ramp deck replacements. The alternative would include the construction of a new bridge north of the existing Central Viaduct to carry westbound traffic and the replacement of the existing Viaduct on essentially its existing alignment to accommodate eastbound traffic. The new westbound bridge across the Cuyahoga Valley would have a main span length of 900 feet, with a 1,028-foot western approach and a 3,371-foot eastern approach. Alternative B would be generally identical to Alternative A, except that it would follow a southern alignment and the bridge across the Cayahoga Valley would differ in design. The new westbound bridge across the valley would have a main span length of 900 feet, with a 1,041-foot western approach and a 3,031-foot eastern approach. POSITIVE IMPACTS: The project would rehabilitate deteriorating bridges, mainline pavements, interchanges, and overpasses and underpasses and rectify design features that do not meet current interstate standards. The number of existing design deficiencies would be reduced from 131 to six and locations that lack full shoulders would be reduced from 11 to three. Inadequate ramp configurations would decline from 34 to none. Vertical clearance deficiencies would be ameliorated at all 21 locations currently affected by this design flaw. The improved system would more efficiently collect and distribute traffic between the interstate system, the radial freeway, and downtown Cleveland. Peak period performance of the freeway system, in particularly, would be significantly improved. Visual aesthetics, particularly views of Lake Erie, would be enhanced significantly by freeway design. NEGATIVE IMPACTS: Rights-of-way development would require the taking of commercial and industrial land as well as all of portions of certain historically significant resources, including Broadway Mills, the Marathon Gas Station, and Terminal Warehouse under alternative A and Broadway Mills, the Marathon Gas Station, and the Tremont National Register Historic District under Alternative B. Through future traffic-level noise levels would increase only slightly, hundreds of sensitive receptor sites currently experience noise levels in excess of federal standards would continue to experience excessive noise; noise barriers would successfully mitigate noise in some areas. Construction workers would encounter 18 to 23 hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090071, 366 pages (oversize, March 11, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-09-01-D KW - Bridges KW - Central Business Districts KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Ohio KW - Department of Transportation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825082?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CLEVELAND+INNERBELT+PROJECT%2C+CITY+OF+CLEVELAND%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.title=CLEVELAND+INNERBELT+PROJECT%2C+CITY+OF+CLEVELAND%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CLEVELAND INNERBELT PROJECT, CITY OF CLEVELAND, CUYAHOGA COUNTY, OHIO. [Part 1 of 3] T2 - CLEVELAND INNERBELT PROJECT, CITY OF CLEVELAND, CUYAHOGA COUNTY, OHIO. AN - 756824863; 13796-090071_0001 AB - PURPOSE: The rehabilitation and reconstruction of the Cleveland Innerbelt Freeway system infrastructure in Cuyahoga County, Ohio are proposed. The freeway system provides for the collection and distribution of traffic between the radial freeway system Interstate 70 (I-70), I-77, State Route (SR) 2, I-490, and SR 176). The facility also moves traffic between each of the radial freeways within the Cleveland Central Business District. The system is currently affected by operational, design, safety, and access shortcomings that severely impact the system's ability to function at an acceptable level. Project termini are located at the merge/diverge point of SR 176 (Jennings Freeway) and I-71 southwest of downtown Cleveland, south of ht existing I-90/I-77 central interchange on I-77 south to the Pershing Avenue local partial interchange south of downtown, and east of the I-90/DR 2 interchange east of downtown along the shore of Lake Erie and adjacent to the Burke Lakefront Airport. Within the project limits, I-90 crosses the expansive Cuyahoga River Valley. The central viaduct major deck truss bridge facilitates the I-90 crossing of the valley with connections to I-71 and I-90 within the historic Tremont area on the west side and with connections to the I-90/I-77 central interchange adjacent to the Cleveland Indian's Major League Baseball facility to the east. In addition to the main freeway system work, the project would redesign 25, redirect 9, and relocate or eliminate one of the 35 access points and reconfigure and/or redesign 19 cross streets. This draft EIS considers two build alternatives and a N-Build Alternative. Depending on the options chosen, cost of the project is estimated at $1.5 billion to $2.0 billion. Alternative A, which would follow a northern alignment, would provide for full depth pavement replacement, widening where necessary to address capacity or lane continuity, 35 new mainline ramp and overhead bridges, and 16 mainline and ramp deck replacements. The alternative would include the construction of a new bridge north of the existing Central Viaduct to carry westbound traffic and the replacement of the existing Viaduct on essentially its existing alignment to accommodate eastbound traffic. The new westbound bridge across the Cuyahoga Valley would have a main span length of 900 feet, with a 1,028-foot western approach and a 3,371-foot eastern approach. Alternative B would be generally identical to Alternative A, except that it would follow a southern alignment and the bridge across the Cayahoga Valley would differ in design. The new westbound bridge across the valley would have a main span length of 900 feet, with a 1,041-foot western approach and a 3,031-foot eastern approach. POSITIVE IMPACTS: The project would rehabilitate deteriorating bridges, mainline pavements, interchanges, and overpasses and underpasses and rectify design features that do not meet current interstate standards. The number of existing design deficiencies would be reduced from 131 to six and locations that lack full shoulders would be reduced from 11 to three. Inadequate ramp configurations would decline from 34 to none. Vertical clearance deficiencies would be ameliorated at all 21 locations currently affected by this design flaw. The improved system would more efficiently collect and distribute traffic between the interstate system, the radial freeway, and downtown Cleveland. Peak period performance of the freeway system, in particularly, would be significantly improved. Visual aesthetics, particularly views of Lake Erie, would be enhanced significantly by freeway design. NEGATIVE IMPACTS: Rights-of-way development would require the taking of commercial and industrial land as well as all of portions of certain historically significant resources, including Broadway Mills, the Marathon Gas Station, and Terminal Warehouse under alternative A and Broadway Mills, the Marathon Gas Station, and the Tremont National Register Historic District under Alternative B. Through future traffic-level noise levels would increase only slightly, hundreds of sensitive receptor sites currently experience noise levels in excess of federal standards would continue to experience excessive noise; noise barriers would successfully mitigate noise in some areas. Construction workers would encounter 18 to 23 hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090071, 366 pages (oversize, March 11, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-09-01-D KW - Bridges KW - Central Business Districts KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Ohio KW - Department of Transportation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824863?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CLEVELAND+INNERBELT+PROJECT%2C+CITY+OF+CLEVELAND%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.title=CLEVELAND+INNERBELT+PROJECT%2C+CITY+OF+CLEVELAND%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT COLUMBUS INTERNATIONAL AIRPORT, COLUMBUS, OHIO. AN - 36344017; 13799 AB - PURPOSE: The construction and operation of a replacement Runway 1R/28L and a new terminal facility and associated actions at Port Columbus International Airport in the city of Columbus, Ohio are proposed. The airport is located on 2,191 acres of land bounded on the south by the Columbus International Air Center and Fifth Avenue and to the west by Stelzer Road. Major carriers represented at the airport include Air Canada, American, American Eagle, Continental, Continental Express, ComAir, Delta, Midwest Connect, Northwest, Skybus, Southwest Airlines, US Airways, US Airways Express, United, and United Express. The airport also provides for two fixed-base operators and five corporate aircraft facilities. The airfield system consists of two parallel runways (10R/28L and 10L/28R) are oriented in an east-west direction with lengths of 10,125 feet and 8,000 feet, respectively. All runway ends are equipped with instrument landing systems. The airport's terminal consists of one main processing building with three passenger concourses. The number of passengers enplaned annually at the airport is expected to increase from 3.4 million in 2001 to 4.4 million in 2018, and aircraft operations are expected to increase from 243,203 in 2001 to 277,670 in 2018; under the high-growth scenario, those 2018 figures could increase to 7.7 million and 318,250, respectively. The centerpiece of the proposed project is the construction of a 10,113-foot runway to replace Runway 10R/28L, located 702 feet south of the existing runway. In addition, the proposed project would add taxiways to support the replacement runway, provide a new terminal and apron in the midfield and associated ancillary facilities, and implement the air traffic and land use mitigation actions recommended in the 2007 Final Part 150 Study Update at Port Columbus International Airport. The proposal would also include the implementation of a plan to decommission existing Runway 10R/28L, which would be converted into a taxiway; determination of the feasibility of reconstructing the Airport Golf Course; and the demolition of several structures in the south airfield area. In addition to the proposed action, this final EIS considers a No Action Alternative, two off-site alternatives, and three on-site alternatives. POSITIVE IMPACTS: The enlarged replacement runway would assist airport authorities in meeting the expected increase in passenger enplanements and aircraft operations. Conversion of the existing runway into a taxiway and addition of additional taxiways would substantially enhance safety at the airfield. The new terminal facility would enhance the efficiency and effectiveness of passenger movements at the airport. Increased airport capacity would boost the local economy, particularly with respect to the air freight sector. NEGATIVE IMPACTS: The project would require the displacement of 36 residential properties located along East Thirteenth Avenue. Some of the south airfield structures to be demolished possess substantial historic value. Ambient aircraft noise would exceed federal standards for a greater number of properties than are currently affected by threshold. The level of air pollutants generated by airfield operations and use of motor vehicles within the airport would contribute significantly to the degradation of regional air quality. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0247D, Volume 32, Number 3. JF - EPA number: 090074, Volume 1--482 pages and maps, Volume 2--901 pages and maps, Volume 3--744 pages, Volume 4--652 pages, March 11, 2009 PY - 2009 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Ohio KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344017?accountid=14244 L2 - http://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=2009-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.title=PORT+COLUMBUS+INTERNATIONAL+AIRPORT%2C+COLUMBUS%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Romulus, Michigan; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: March 11, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). [Part 9 of 9] T2 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). AN - 756825285; 13792-090067_0009 AB - PURPOSE: Construction of the Trinity Parkway as a nine-mile-long limited-access toll facility from Interstate 183 (I-183) to US 175/State Highway (SH) 310 in Dallas, Dallas County, Texas is proposed. The study area roadways include I-30, I-35E, I-45, US 175, SH 183, SH 310, and numerous local arterial streets. These roadways are currently characterized by congestion and safety problems due to capacity and geometric deficiencies and increasing traffic volumes. In addition to a No-Build Alternative (Alternative 1), two main corridors and eight build alternatives are considered in this supplemental draft EIS which includes additional hydrologic and hydraulic modeling for all build alternatives; additional mapping and analysis of potential impacts to vegetation and wetlands; and discussion of electronic toll collection. The facility would consist of six, 12-foot mixed-flow main lanes, local street interchanges, and freeway-to-freeway interchanges at the north and south termini, Woodall Rogers Freeway and I-45, respectively. The posted speed limit would be 55 miles per hour. Toll collection facilities would consist of main lane plazas, ramp plazas, and ancillary facilities. The parkway would be constructed in stages, with fewer lands initially than the ultimate facility. Additional capacity would be added as traffic demand and conditions warranted. Construction of the project could be accomplished in sections, meaning that specific roadway segments could be completed and opened to traffic before the completion and opening of the entire facility. Estimated cost of the project ranges from $1.1 billion to $2.1 billion, depending on the build alternative selected. POSITIVE IMPACTS: The parkway would provide a needed reliever route around the existing freeway loop encircling downtown Dallas. Local and through traffic would be separated, easing congestion in the downtown area and increasing travel times for through travelers and freight operators. Air quality in the study area would be improved, preventing the area from violating federal standards. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 27 to 272 commercial units and up to 11 community/public facilities and 270 acres of parks and other recreational lands. The facility would affect 53 to 418 acres of floodplain and displace up to 111 acres of wetlands and 121 acres of grassland, and seven acres of high-quality wildlife habitat. One historic district, one to six historically significant bridges, and up to four historic properties would be affected. Increases in impermeable surface and stormwater runoff would increase levels of peak flows, contaminants, and sediment in corridor streams. Traffic-generated noise levels would exceed federal standards in the vicinity of 128 to 226 sensitive receptor sites. Construction workers would encounter 15 to 27 hazardous material sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.); Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601); National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.); Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.); and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0419D, Volume 29, Number 3. JF - EPA number: 090067, Volume 1--591 pages and maps, Volume 2--788 pages and maps, March 10, 2009 PY - 2009 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-02-DS KW - Air Quality KW - Bridges KW - Community Facilities KW - Cost Assessments KW - Cultural Resources Assessments KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Noise Standards Violations KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825285?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.title=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). [Part 6 of 9] T2 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). AN - 756825278; 13792-090067_0006 AB - PURPOSE: Construction of the Trinity Parkway as a nine-mile-long limited-access toll facility from Interstate 183 (I-183) to US 175/State Highway (SH) 310 in Dallas, Dallas County, Texas is proposed. The study area roadways include I-30, I-35E, I-45, US 175, SH 183, SH 310, and numerous local arterial streets. These roadways are currently characterized by congestion and safety problems due to capacity and geometric deficiencies and increasing traffic volumes. In addition to a No-Build Alternative (Alternative 1), two main corridors and eight build alternatives are considered in this supplemental draft EIS which includes additional hydrologic and hydraulic modeling for all build alternatives; additional mapping and analysis of potential impacts to vegetation and wetlands; and discussion of electronic toll collection. The facility would consist of six, 12-foot mixed-flow main lanes, local street interchanges, and freeway-to-freeway interchanges at the north and south termini, Woodall Rogers Freeway and I-45, respectively. The posted speed limit would be 55 miles per hour. Toll collection facilities would consist of main lane plazas, ramp plazas, and ancillary facilities. The parkway would be constructed in stages, with fewer lands initially than the ultimate facility. Additional capacity would be added as traffic demand and conditions warranted. Construction of the project could be accomplished in sections, meaning that specific roadway segments could be completed and opened to traffic before the completion and opening of the entire facility. Estimated cost of the project ranges from $1.1 billion to $2.1 billion, depending on the build alternative selected. POSITIVE IMPACTS: The parkway would provide a needed reliever route around the existing freeway loop encircling downtown Dallas. Local and through traffic would be separated, easing congestion in the downtown area and increasing travel times for through travelers and freight operators. Air quality in the study area would be improved, preventing the area from violating federal standards. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 27 to 272 commercial units and up to 11 community/public facilities and 270 acres of parks and other recreational lands. The facility would affect 53 to 418 acres of floodplain and displace up to 111 acres of wetlands and 121 acres of grassland, and seven acres of high-quality wildlife habitat. One historic district, one to six historically significant bridges, and up to four historic properties would be affected. Increases in impermeable surface and stormwater runoff would increase levels of peak flows, contaminants, and sediment in corridor streams. Traffic-generated noise levels would exceed federal standards in the vicinity of 128 to 226 sensitive receptor sites. Construction workers would encounter 15 to 27 hazardous material sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.); Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601); National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.); Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.); and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0419D, Volume 29, Number 3. JF - EPA number: 090067, Volume 1--591 pages and maps, Volume 2--788 pages and maps, March 10, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-02-DS KW - Air Quality KW - Bridges KW - Community Facilities KW - Cost Assessments KW - Cultural Resources Assessments KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Noise Standards Violations KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825278?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.title=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). [Part 2 of 9] T2 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). AN - 756825276; 13792-090067_0002 AB - PURPOSE: Construction of the Trinity Parkway as a nine-mile-long limited-access toll facility from Interstate 183 (I-183) to US 175/State Highway (SH) 310 in Dallas, Dallas County, Texas is proposed. The study area roadways include I-30, I-35E, I-45, US 175, SH 183, SH 310, and numerous local arterial streets. These roadways are currently characterized by congestion and safety problems due to capacity and geometric deficiencies and increasing traffic volumes. In addition to a No-Build Alternative (Alternative 1), two main corridors and eight build alternatives are considered in this supplemental draft EIS which includes additional hydrologic and hydraulic modeling for all build alternatives; additional mapping and analysis of potential impacts to vegetation and wetlands; and discussion of electronic toll collection. The facility would consist of six, 12-foot mixed-flow main lanes, local street interchanges, and freeway-to-freeway interchanges at the north and south termini, Woodall Rogers Freeway and I-45, respectively. The posted speed limit would be 55 miles per hour. Toll collection facilities would consist of main lane plazas, ramp plazas, and ancillary facilities. The parkway would be constructed in stages, with fewer lands initially than the ultimate facility. Additional capacity would be added as traffic demand and conditions warranted. Construction of the project could be accomplished in sections, meaning that specific roadway segments could be completed and opened to traffic before the completion and opening of the entire facility. Estimated cost of the project ranges from $1.1 billion to $2.1 billion, depending on the build alternative selected. POSITIVE IMPACTS: The parkway would provide a needed reliever route around the existing freeway loop encircling downtown Dallas. Local and through traffic would be separated, easing congestion in the downtown area and increasing travel times for through travelers and freight operators. Air quality in the study area would be improved, preventing the area from violating federal standards. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 27 to 272 commercial units and up to 11 community/public facilities and 270 acres of parks and other recreational lands. The facility would affect 53 to 418 acres of floodplain and displace up to 111 acres of wetlands and 121 acres of grassland, and seven acres of high-quality wildlife habitat. One historic district, one to six historically significant bridges, and up to four historic properties would be affected. Increases in impermeable surface and stormwater runoff would increase levels of peak flows, contaminants, and sediment in corridor streams. Traffic-generated noise levels would exceed federal standards in the vicinity of 128 to 226 sensitive receptor sites. Construction workers would encounter 15 to 27 hazardous material sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.); Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601); National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.); Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.); and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0419D, Volume 29, Number 3. JF - EPA number: 090067, Volume 1--591 pages and maps, Volume 2--788 pages and maps, March 10, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-02-DS KW - Air Quality KW - Bridges KW - Community Facilities KW - Cost Assessments KW - Cultural Resources Assessments KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Noise Standards Violations KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825276?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.title=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). [Part 1 of 9] T2 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). AN - 756825274; 13792-090067_0001 AB - PURPOSE: Construction of the Trinity Parkway as a nine-mile-long limited-access toll facility from Interstate 183 (I-183) to US 175/State Highway (SH) 310 in Dallas, Dallas County, Texas is proposed. The study area roadways include I-30, I-35E, I-45, US 175, SH 183, SH 310, and numerous local arterial streets. These roadways are currently characterized by congestion and safety problems due to capacity and geometric deficiencies and increasing traffic volumes. In addition to a No-Build Alternative (Alternative 1), two main corridors and eight build alternatives are considered in this supplemental draft EIS which includes additional hydrologic and hydraulic modeling for all build alternatives; additional mapping and analysis of potential impacts to vegetation and wetlands; and discussion of electronic toll collection. The facility would consist of six, 12-foot mixed-flow main lanes, local street interchanges, and freeway-to-freeway interchanges at the north and south termini, Woodall Rogers Freeway and I-45, respectively. The posted speed limit would be 55 miles per hour. Toll collection facilities would consist of main lane plazas, ramp plazas, and ancillary facilities. The parkway would be constructed in stages, with fewer lands initially than the ultimate facility. Additional capacity would be added as traffic demand and conditions warranted. Construction of the project could be accomplished in sections, meaning that specific roadway segments could be completed and opened to traffic before the completion and opening of the entire facility. Estimated cost of the project ranges from $1.1 billion to $2.1 billion, depending on the build alternative selected. POSITIVE IMPACTS: The parkway would provide a needed reliever route around the existing freeway loop encircling downtown Dallas. Local and through traffic would be separated, easing congestion in the downtown area and increasing travel times for through travelers and freight operators. Air quality in the study area would be improved, preventing the area from violating federal standards. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 27 to 272 commercial units and up to 11 community/public facilities and 270 acres of parks and other recreational lands. The facility would affect 53 to 418 acres of floodplain and displace up to 111 acres of wetlands and 121 acres of grassland, and seven acres of high-quality wildlife habitat. One historic district, one to six historically significant bridges, and up to four historic properties would be affected. Increases in impermeable surface and stormwater runoff would increase levels of peak flows, contaminants, and sediment in corridor streams. Traffic-generated noise levels would exceed federal standards in the vicinity of 128 to 226 sensitive receptor sites. Construction workers would encounter 15 to 27 hazardous material sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.); Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601); National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.); Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.); and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0419D, Volume 29, Number 3. JF - EPA number: 090067, Volume 1--591 pages and maps, Volume 2--788 pages and maps, March 10, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-02-DS KW - Air Quality KW - Bridges KW - Community Facilities KW - Cost Assessments KW - Cultural Resources Assessments KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Noise Standards Violations KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825274?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.title=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). [Part 8 of 9] T2 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). AN - 756825179; 13792-090067_0008 AB - PURPOSE: Construction of the Trinity Parkway as a nine-mile-long limited-access toll facility from Interstate 183 (I-183) to US 175/State Highway (SH) 310 in Dallas, Dallas County, Texas is proposed. The study area roadways include I-30, I-35E, I-45, US 175, SH 183, SH 310, and numerous local arterial streets. These roadways are currently characterized by congestion and safety problems due to capacity and geometric deficiencies and increasing traffic volumes. In addition to a No-Build Alternative (Alternative 1), two main corridors and eight build alternatives are considered in this supplemental draft EIS which includes additional hydrologic and hydraulic modeling for all build alternatives; additional mapping and analysis of potential impacts to vegetation and wetlands; and discussion of electronic toll collection. The facility would consist of six, 12-foot mixed-flow main lanes, local street interchanges, and freeway-to-freeway interchanges at the north and south termini, Woodall Rogers Freeway and I-45, respectively. The posted speed limit would be 55 miles per hour. Toll collection facilities would consist of main lane plazas, ramp plazas, and ancillary facilities. The parkway would be constructed in stages, with fewer lands initially than the ultimate facility. Additional capacity would be added as traffic demand and conditions warranted. Construction of the project could be accomplished in sections, meaning that specific roadway segments could be completed and opened to traffic before the completion and opening of the entire facility. Estimated cost of the project ranges from $1.1 billion to $2.1 billion, depending on the build alternative selected. POSITIVE IMPACTS: The parkway would provide a needed reliever route around the existing freeway loop encircling downtown Dallas. Local and through traffic would be separated, easing congestion in the downtown area and increasing travel times for through travelers and freight operators. Air quality in the study area would be improved, preventing the area from violating federal standards. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 27 to 272 commercial units and up to 11 community/public facilities and 270 acres of parks and other recreational lands. The facility would affect 53 to 418 acres of floodplain and displace up to 111 acres of wetlands and 121 acres of grassland, and seven acres of high-quality wildlife habitat. One historic district, one to six historically significant bridges, and up to four historic properties would be affected. Increases in impermeable surface and stormwater runoff would increase levels of peak flows, contaminants, and sediment in corridor streams. Traffic-generated noise levels would exceed federal standards in the vicinity of 128 to 226 sensitive receptor sites. Construction workers would encounter 15 to 27 hazardous material sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.); Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601); National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.); Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.); and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0419D, Volume 29, Number 3. JF - EPA number: 090067, Volume 1--591 pages and maps, Volume 2--788 pages and maps, March 10, 2009 PY - 2009 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-02-DS KW - Air Quality KW - Bridges KW - Community Facilities KW - Cost Assessments KW - Cultural Resources Assessments KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Noise Standards Violations KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825179?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.title=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). [Part 7 of 9] T2 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). AN - 756825172; 13792-090067_0007 AB - PURPOSE: Construction of the Trinity Parkway as a nine-mile-long limited-access toll facility from Interstate 183 (I-183) to US 175/State Highway (SH) 310 in Dallas, Dallas County, Texas is proposed. The study area roadways include I-30, I-35E, I-45, US 175, SH 183, SH 310, and numerous local arterial streets. These roadways are currently characterized by congestion and safety problems due to capacity and geometric deficiencies and increasing traffic volumes. In addition to a No-Build Alternative (Alternative 1), two main corridors and eight build alternatives are considered in this supplemental draft EIS which includes additional hydrologic and hydraulic modeling for all build alternatives; additional mapping and analysis of potential impacts to vegetation and wetlands; and discussion of electronic toll collection. The facility would consist of six, 12-foot mixed-flow main lanes, local street interchanges, and freeway-to-freeway interchanges at the north and south termini, Woodall Rogers Freeway and I-45, respectively. The posted speed limit would be 55 miles per hour. Toll collection facilities would consist of main lane plazas, ramp plazas, and ancillary facilities. The parkway would be constructed in stages, with fewer lands initially than the ultimate facility. Additional capacity would be added as traffic demand and conditions warranted. Construction of the project could be accomplished in sections, meaning that specific roadway segments could be completed and opened to traffic before the completion and opening of the entire facility. Estimated cost of the project ranges from $1.1 billion to $2.1 billion, depending on the build alternative selected. POSITIVE IMPACTS: The parkway would provide a needed reliever route around the existing freeway loop encircling downtown Dallas. Local and through traffic would be separated, easing congestion in the downtown area and increasing travel times for through travelers and freight operators. Air quality in the study area would be improved, preventing the area from violating federal standards. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 27 to 272 commercial units and up to 11 community/public facilities and 270 acres of parks and other recreational lands. The facility would affect 53 to 418 acres of floodplain and displace up to 111 acres of wetlands and 121 acres of grassland, and seven acres of high-quality wildlife habitat. One historic district, one to six historically significant bridges, and up to four historic properties would be affected. Increases in impermeable surface and stormwater runoff would increase levels of peak flows, contaminants, and sediment in corridor streams. Traffic-generated noise levels would exceed federal standards in the vicinity of 128 to 226 sensitive receptor sites. Construction workers would encounter 15 to 27 hazardous material sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.); Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601); National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.); Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.); and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0419D, Volume 29, Number 3. JF - EPA number: 090067, Volume 1--591 pages and maps, Volume 2--788 pages and maps, March 10, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-02-DS KW - Air Quality KW - Bridges KW - Community Facilities KW - Cost Assessments KW - Cultural Resources Assessments KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Noise Standards Violations KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825172?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.title=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). [Part 5 of 9] T2 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). AN - 756824876; 13792-090067_0005 AB - PURPOSE: Construction of the Trinity Parkway as a nine-mile-long limited-access toll facility from Interstate 183 (I-183) to US 175/State Highway (SH) 310 in Dallas, Dallas County, Texas is proposed. The study area roadways include I-30, I-35E, I-45, US 175, SH 183, SH 310, and numerous local arterial streets. These roadways are currently characterized by congestion and safety problems due to capacity and geometric deficiencies and increasing traffic volumes. In addition to a No-Build Alternative (Alternative 1), two main corridors and eight build alternatives are considered in this supplemental draft EIS which includes additional hydrologic and hydraulic modeling for all build alternatives; additional mapping and analysis of potential impacts to vegetation and wetlands; and discussion of electronic toll collection. The facility would consist of six, 12-foot mixed-flow main lanes, local street interchanges, and freeway-to-freeway interchanges at the north and south termini, Woodall Rogers Freeway and I-45, respectively. The posted speed limit would be 55 miles per hour. Toll collection facilities would consist of main lane plazas, ramp plazas, and ancillary facilities. The parkway would be constructed in stages, with fewer lands initially than the ultimate facility. Additional capacity would be added as traffic demand and conditions warranted. Construction of the project could be accomplished in sections, meaning that specific roadway segments could be completed and opened to traffic before the completion and opening of the entire facility. Estimated cost of the project ranges from $1.1 billion to $2.1 billion, depending on the build alternative selected. POSITIVE IMPACTS: The parkway would provide a needed reliever route around the existing freeway loop encircling downtown Dallas. Local and through traffic would be separated, easing congestion in the downtown area and increasing travel times for through travelers and freight operators. Air quality in the study area would be improved, preventing the area from violating federal standards. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 27 to 272 commercial units and up to 11 community/public facilities and 270 acres of parks and other recreational lands. The facility would affect 53 to 418 acres of floodplain and displace up to 111 acres of wetlands and 121 acres of grassland, and seven acres of high-quality wildlife habitat. One historic district, one to six historically significant bridges, and up to four historic properties would be affected. Increases in impermeable surface and stormwater runoff would increase levels of peak flows, contaminants, and sediment in corridor streams. Traffic-generated noise levels would exceed federal standards in the vicinity of 128 to 226 sensitive receptor sites. Construction workers would encounter 15 to 27 hazardous material sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.); Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601); National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.); Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.); and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0419D, Volume 29, Number 3. JF - EPA number: 090067, Volume 1--591 pages and maps, Volume 2--788 pages and maps, March 10, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-02-DS KW - Air Quality KW - Bridges KW - Community Facilities KW - Cost Assessments KW - Cultural Resources Assessments KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Noise Standards Violations KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824876?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.title=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). [Part 4 of 9] T2 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). AN - 756824862; 13792-090067_0004 AB - PURPOSE: Construction of the Trinity Parkway as a nine-mile-long limited-access toll facility from Interstate 183 (I-183) to US 175/State Highway (SH) 310 in Dallas, Dallas County, Texas is proposed. The study area roadways include I-30, I-35E, I-45, US 175, SH 183, SH 310, and numerous local arterial streets. These roadways are currently characterized by congestion and safety problems due to capacity and geometric deficiencies and increasing traffic volumes. In addition to a No-Build Alternative (Alternative 1), two main corridors and eight build alternatives are considered in this supplemental draft EIS which includes additional hydrologic and hydraulic modeling for all build alternatives; additional mapping and analysis of potential impacts to vegetation and wetlands; and discussion of electronic toll collection. The facility would consist of six, 12-foot mixed-flow main lanes, local street interchanges, and freeway-to-freeway interchanges at the north and south termini, Woodall Rogers Freeway and I-45, respectively. The posted speed limit would be 55 miles per hour. Toll collection facilities would consist of main lane plazas, ramp plazas, and ancillary facilities. The parkway would be constructed in stages, with fewer lands initially than the ultimate facility. Additional capacity would be added as traffic demand and conditions warranted. Construction of the project could be accomplished in sections, meaning that specific roadway segments could be completed and opened to traffic before the completion and opening of the entire facility. Estimated cost of the project ranges from $1.1 billion to $2.1 billion, depending on the build alternative selected. POSITIVE IMPACTS: The parkway would provide a needed reliever route around the existing freeway loop encircling downtown Dallas. Local and through traffic would be separated, easing congestion in the downtown area and increasing travel times for through travelers and freight operators. Air quality in the study area would be improved, preventing the area from violating federal standards. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 27 to 272 commercial units and up to 11 community/public facilities and 270 acres of parks and other recreational lands. The facility would affect 53 to 418 acres of floodplain and displace up to 111 acres of wetlands and 121 acres of grassland, and seven acres of high-quality wildlife habitat. One historic district, one to six historically significant bridges, and up to four historic properties would be affected. Increases in impermeable surface and stormwater runoff would increase levels of peak flows, contaminants, and sediment in corridor streams. Traffic-generated noise levels would exceed federal standards in the vicinity of 128 to 226 sensitive receptor sites. Construction workers would encounter 15 to 27 hazardous material sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.); Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601); National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.); Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.); and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0419D, Volume 29, Number 3. JF - EPA number: 090067, Volume 1--591 pages and maps, Volume 2--788 pages and maps, March 10, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-02-DS KW - Air Quality KW - Bridges KW - Community Facilities KW - Cost Assessments KW - Cultural Resources Assessments KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Noise Standards Violations KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824862?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.title=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). [Part 3 of 9] T2 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). AN - 756824852; 13792-090067_0003 AB - PURPOSE: Construction of the Trinity Parkway as a nine-mile-long limited-access toll facility from Interstate 183 (I-183) to US 175/State Highway (SH) 310 in Dallas, Dallas County, Texas is proposed. The study area roadways include I-30, I-35E, I-45, US 175, SH 183, SH 310, and numerous local arterial streets. These roadways are currently characterized by congestion and safety problems due to capacity and geometric deficiencies and increasing traffic volumes. In addition to a No-Build Alternative (Alternative 1), two main corridors and eight build alternatives are considered in this supplemental draft EIS which includes additional hydrologic and hydraulic modeling for all build alternatives; additional mapping and analysis of potential impacts to vegetation and wetlands; and discussion of electronic toll collection. The facility would consist of six, 12-foot mixed-flow main lanes, local street interchanges, and freeway-to-freeway interchanges at the north and south termini, Woodall Rogers Freeway and I-45, respectively. The posted speed limit would be 55 miles per hour. Toll collection facilities would consist of main lane plazas, ramp plazas, and ancillary facilities. The parkway would be constructed in stages, with fewer lands initially than the ultimate facility. Additional capacity would be added as traffic demand and conditions warranted. Construction of the project could be accomplished in sections, meaning that specific roadway segments could be completed and opened to traffic before the completion and opening of the entire facility. Estimated cost of the project ranges from $1.1 billion to $2.1 billion, depending on the build alternative selected. POSITIVE IMPACTS: The parkway would provide a needed reliever route around the existing freeway loop encircling downtown Dallas. Local and through traffic would be separated, easing congestion in the downtown area and increasing travel times for through travelers and freight operators. Air quality in the study area would be improved, preventing the area from violating federal standards. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 27 to 272 commercial units and up to 11 community/public facilities and 270 acres of parks and other recreational lands. The facility would affect 53 to 418 acres of floodplain and displace up to 111 acres of wetlands and 121 acres of grassland, and seven acres of high-quality wildlife habitat. One historic district, one to six historically significant bridges, and up to four historic properties would be affected. Increases in impermeable surface and stormwater runoff would increase levels of peak flows, contaminants, and sediment in corridor streams. Traffic-generated noise levels would exceed federal standards in the vicinity of 128 to 226 sensitive receptor sites. Construction workers would encounter 15 to 27 hazardous material sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.); Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601); National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.); Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.); and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0419D, Volume 29, Number 3. JF - EPA number: 090067, Volume 1--591 pages and maps, Volume 2--788 pages and maps, March 10, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-02-DS KW - Air Quality KW - Bridges KW - Community Facilities KW - Cost Assessments KW - Cultural Resources Assessments KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Noise Standards Violations KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824852?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.title=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). AN - 16388014; 13792 AB - PURPOSE: Construction of the Trinity Parkway as a nine-mile-long limited-access toll facility from Interstate 183 (I-183) to US 175/State Highway (SH) 310 in Dallas, Dallas County, Texas is proposed. The study area roadways include I-30, I-35E, I-45, US 175, SH 183, SH 310, and numerous local arterial streets. These roadways are currently characterized by congestion and safety problems due to capacity and geometric deficiencies and increasing traffic volumes. In addition to a No-Build Alternative (Alternative 1), two main corridors and eight build alternatives are considered in this supplemental draft EIS which includes additional hydrologic and hydraulic modeling for all build alternatives; additional mapping and analysis of potential impacts to vegetation and wetlands; and discussion of electronic toll collection. The facility would consist of six, 12-foot mixed-flow main lanes, local street interchanges, and freeway-to-freeway interchanges at the north and south termini, Woodall Rogers Freeway and I-45, respectively. The posted speed limit would be 55 miles per hour. Toll collection facilities would consist of main lane plazas, ramp plazas, and ancillary facilities. The parkway would be constructed in stages, with fewer lands initially than the ultimate facility. Additional capacity would be added as traffic demand and conditions warranted. Construction of the project could be accomplished in sections, meaning that specific roadway segments could be completed and opened to traffic before the completion and opening of the entire facility. Estimated cost of the project ranges from $1.1 billion to $2.1 billion, depending on the build alternative selected. POSITIVE IMPACTS: The parkway would provide a needed reliever route around the existing freeway loop encircling downtown Dallas. Local and through traffic would be separated, easing congestion in the downtown area and increasing travel times for through travelers and freight operators. Air quality in the study area would be improved, preventing the area from violating federal standards. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 27 to 272 commercial units and up to 11 community/public facilities and 270 acres of parks and other recreational lands. The facility would affect 53 to 418 acres of floodplain and displace up to 111 acres of wetlands and 121 acres of grassland, and seven acres of high-quality wildlife habitat. One historic district, one to six historically significant bridges, and up to four historic properties would be affected. Increases in impermeable surface and stormwater runoff would increase levels of peak flows, contaminants, and sediment in corridor streams. Traffic-generated noise levels would exceed federal standards in the vicinity of 128 to 226 sensitive receptor sites. Construction workers would encounter 15 to 27 hazardous material sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.); Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601); National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.); Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.); and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0419D, Volume 29, Number 3. JF - EPA number: 090067, Volume 1--591 pages and maps, Volume 2--788 pages and maps, March 10, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-02-DS KW - Air Quality KW - Bridges KW - Community Facilities KW - Cost Assessments KW - Cultural Resources Assessments KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Noise Standards Violations KW - Section 4(f) Statements KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16388014?accountid=14244 L2 - http://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=2009-03-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.title=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 10, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Unmanned Aircraft Operations in the National Airspace System T2 - 75th Annual Conference of the American Society for Photogrammetry and Remote Sensing AN - 41805417; 5042208 JF - 75th Annual Conference of the American Society for Photogrammetry and Remote Sensing AU - Fugate, Ken Y1 - 2009/03/09/ PY - 2009 DA - 2009 Mar 09 KW - Aircraft KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41805417?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=75th+Annual+Conference+of+the+American+Society+for+Photogrammetry+and+Remote+Sensing&rft.atitle=Unmanned+Aircraft+Operations+in+the+National+Airspace+System&rft.au=Fugate%2C+Ken&rft.aulast=Fugate&rft.aufirst=Ken&rft.date=2009-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=75th+Annual+Conference+of+the+American+Society+for+Photogrammetry+and+Remote+Sensing&rft.issn=&rft_id=info:doi/ L2 - http://www.asprs.org/baltimore09/program/Baltimore09Final.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - SILICON VALLEY RAPID TRANSIT CORRIDOR, SANTA CLARA COUNTY, CALIFORNIA. [Part 1 of 7] T2 - SILICON VALLEY RAPID TRANSIT CORRIDOR, SANTA CLARA COUNTY, CALIFORNIA. AN - 756825255; 13789-090064_0001 AB - PURPOSE: An extension of the Bay Area Rapid Transit (BART) rail system service in the Silicon Valley Rapid Transit Corridor (SVRTC) beyond the approved BART Warm Springs Station in Fremont, California is proposed. The SVRTC extends over 20 miles from the city of Fremont in southwestern Alameda County through the cities of Milpitas, San Jose, and Santa Clara in Santa Clara County, covering approximately 100 square miles. Construction of the project is intended to improve public transit service in a severely congested corridor by providing increased transit capacity, enhanced regional connectivity, increased transit ridership and improved mobility options. Key issues identified during scoping include traffic, air quality, biological resources, cultural resources, and noise and vibration. Three alternatives, including a No Build Alternative, are considered in this draft EIS. The two Build Alternatives are dependent on the completion of the BART Warm Springs Extension Project. The Silicon Valley Rapid Transit Project (SVRTP) Alternative (the preferred alternative) would consist of a 16.1-mile extension of the BART system beginning at the approved BART Warm Springs Station in Fremont and proceeding on the former Union Pacific Railroad right-of-way through the city of Milpitas to south of Marbury Road in San Jose. The extension would then descend into a 5.1 mile-long subway tunnel, continue through downtown San Jose, and terminate in Santa Clara near the Caltrain Station. Six stations would be constructed (Milpitas, Berryessa, Alum Rock, Downtown San Jose, Dirdon/Arena, and Santa Clara) and a maintenance and vehicle storage yard would be constructed at the terminus in Santa Clara. Passenger service for the SVRTP Alternative would start in 2018 and ridership is projected to be approximately 98,750 by 2030. The Berryessa Extension Project (BEP) Alternative would consist of a 9.9-mile extension of the BART system beginning at the approved BART Warm Springs Station in Fremont and proceeding on the former Union Pacific Railroad right-of-way through Milpitas to near Las Plumas Avenue in San Jose. Two stations would be constructed (Milpitas and Berryessa) and passenger service would start in 2018 with ridership projected to be approximately 46,450 in 2030. Two Santa Clara County voter-approved tax spending measures, supplemented by $750 million in Federal Transit Administration New Starts funding and $240 million in state of California funds, would form the foundation for the capital and operating financial plan for the proposed BEP and SVRTP alternatives. Capital costs for the SVRTP Alternative would be $5.2 billion in 2008 dollars or $6.4 billion in year of expenditure (YOE) dollars. Operating and maintenance costs would include net costs for non-BART service of $405 million in 2008 dollars or $916 million in YOE dollars and net costs of BART service of $63.2 million in 2008 dollars or $117 million in YOE dollars. POSITIVE IMPACTS: The proposed extension would provide a new link in the regional rail network and direct access to the central business district of the region's largest city, San Jose, and into the core employment area of Silicon Valley. Improved transit in the SVRTC would be consistent with plans and policies established by the cities of Milpitas, San Jose and Santa Clara for transit-oriented development and would improve regional air quality by reducing auto emissions. Overall energy use would be reduced by an estimated 400 billion British Thermal Units. NEGATIVE IMPACTS: Up to 1.4 acres of riparian forest along Upper Penitencia Creek would be affected by the design of the Berryessa Station. Approximately 0.56 acres of wetlands would be affected by right-of-way drainage improvements. Construction would have potential impact to burrowing owls, nesting raptors and swallows, roosting bats, red-legged frogs and western pond turtles. Implementation of the project would alter up to four buildings in the San Jose Downtown Commercial Historic District and the historic Santa Clara Caltrain would be affected. Severe noise and vibration would impact 146 to 168 residential units, and approximately 425 residents would remain exposed to excessive noise. A total of 157 to 172 single-family residences and 36 to 40 multi-family residences would be impacted by ground-borne vibration. In addition, 77 to 104 businesses, 3-23 residential units, and one community facility would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Transit Law (49 U.S.C. 5301 et seq.). JF - EPA number: 090064, Draft EIS--1,451 pages, Appendices--521 pages, March 6, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Birds KW - Cultural Resources KW - Forests KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tunnels (Railroads) KW - Urban Development KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825255?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SILICON+VALLEY+RAPID+TRANSIT+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.title=SILICON+VALLEY+RAPID+TRANSIT+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 6, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SILICON VALLEY RAPID TRANSIT CORRIDOR, SANTA CLARA COUNTY, CALIFORNIA. [Part 3 of 7] T2 - SILICON VALLEY RAPID TRANSIT CORRIDOR, SANTA CLARA COUNTY, CALIFORNIA. AN - 756825170; 13789-090064_0003 AB - PURPOSE: An extension of the Bay Area Rapid Transit (BART) rail system service in the Silicon Valley Rapid Transit Corridor (SVRTC) beyond the approved BART Warm Springs Station in Fremont, California is proposed. The SVRTC extends over 20 miles from the city of Fremont in southwestern Alameda County through the cities of Milpitas, San Jose, and Santa Clara in Santa Clara County, covering approximately 100 square miles. Construction of the project is intended to improve public transit service in a severely congested corridor by providing increased transit capacity, enhanced regional connectivity, increased transit ridership and improved mobility options. Key issues identified during scoping include traffic, air quality, biological resources, cultural resources, and noise and vibration. Three alternatives, including a No Build Alternative, are considered in this draft EIS. The two Build Alternatives are dependent on the completion of the BART Warm Springs Extension Project. The Silicon Valley Rapid Transit Project (SVRTP) Alternative (the preferred alternative) would consist of a 16.1-mile extension of the BART system beginning at the approved BART Warm Springs Station in Fremont and proceeding on the former Union Pacific Railroad right-of-way through the city of Milpitas to south of Marbury Road in San Jose. The extension would then descend into a 5.1 mile-long subway tunnel, continue through downtown San Jose, and terminate in Santa Clara near the Caltrain Station. Six stations would be constructed (Milpitas, Berryessa, Alum Rock, Downtown San Jose, Dirdon/Arena, and Santa Clara) and a maintenance and vehicle storage yard would be constructed at the terminus in Santa Clara. Passenger service for the SVRTP Alternative would start in 2018 and ridership is projected to be approximately 98,750 by 2030. The Berryessa Extension Project (BEP) Alternative would consist of a 9.9-mile extension of the BART system beginning at the approved BART Warm Springs Station in Fremont and proceeding on the former Union Pacific Railroad right-of-way through Milpitas to near Las Plumas Avenue in San Jose. Two stations would be constructed (Milpitas and Berryessa) and passenger service would start in 2018 with ridership projected to be approximately 46,450 in 2030. Two Santa Clara County voter-approved tax spending measures, supplemented by $750 million in Federal Transit Administration New Starts funding and $240 million in state of California funds, would form the foundation for the capital and operating financial plan for the proposed BEP and SVRTP alternatives. Capital costs for the SVRTP Alternative would be $5.2 billion in 2008 dollars or $6.4 billion in year of expenditure (YOE) dollars. Operating and maintenance costs would include net costs for non-BART service of $405 million in 2008 dollars or $916 million in YOE dollars and net costs of BART service of $63.2 million in 2008 dollars or $117 million in YOE dollars. POSITIVE IMPACTS: The proposed extension would provide a new link in the regional rail network and direct access to the central business district of the region's largest city, San Jose, and into the core employment area of Silicon Valley. Improved transit in the SVRTC would be consistent with plans and policies established by the cities of Milpitas, San Jose and Santa Clara for transit-oriented development and would improve regional air quality by reducing auto emissions. Overall energy use would be reduced by an estimated 400 billion British Thermal Units. NEGATIVE IMPACTS: Up to 1.4 acres of riparian forest along Upper Penitencia Creek would be affected by the design of the Berryessa Station. Approximately 0.56 acres of wetlands would be affected by right-of-way drainage improvements. Construction would have potential impact to burrowing owls, nesting raptors and swallows, roosting bats, red-legged frogs and western pond turtles. Implementation of the project would alter up to four buildings in the San Jose Downtown Commercial Historic District and the historic Santa Clara Caltrain would be affected. Severe noise and vibration would impact 146 to 168 residential units, and approximately 425 residents would remain exposed to excessive noise. A total of 157 to 172 single-family residences and 36 to 40 multi-family residences would be impacted by ground-borne vibration. In addition, 77 to 104 businesses, 3-23 residential units, and one community facility would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Transit Law (49 U.S.C. 5301 et seq.). JF - EPA number: 090064, Draft EIS--1,451 pages, Appendices--521 pages, March 6, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Air Quality KW - Birds KW - Cultural Resources KW - Forests KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tunnels (Railroads) KW - Urban Development KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825170?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SILICON+VALLEY+RAPID+TRANSIT+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.title=SILICON+VALLEY+RAPID+TRANSIT+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 6, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SILICON VALLEY RAPID TRANSIT CORRIDOR, SANTA CLARA COUNTY, CALIFORNIA. [Part 2 of 7] T2 - SILICON VALLEY RAPID TRANSIT CORRIDOR, SANTA CLARA COUNTY, CALIFORNIA. AN - 756825097; 13789-090064_0002 AB - PURPOSE: An extension of the Bay Area Rapid Transit (BART) rail system service in the Silicon Valley Rapid Transit Corridor (SVRTC) beyond the approved BART Warm Springs Station in Fremont, California is proposed. The SVRTC extends over 20 miles from the city of Fremont in southwestern Alameda County through the cities of Milpitas, San Jose, and Santa Clara in Santa Clara County, covering approximately 100 square miles. Construction of the project is intended to improve public transit service in a severely congested corridor by providing increased transit capacity, enhanced regional connectivity, increased transit ridership and improved mobility options. Key issues identified during scoping include traffic, air quality, biological resources, cultural resources, and noise and vibration. Three alternatives, including a No Build Alternative, are considered in this draft EIS. The two Build Alternatives are dependent on the completion of the BART Warm Springs Extension Project. The Silicon Valley Rapid Transit Project (SVRTP) Alternative (the preferred alternative) would consist of a 16.1-mile extension of the BART system beginning at the approved BART Warm Springs Station in Fremont and proceeding on the former Union Pacific Railroad right-of-way through the city of Milpitas to south of Marbury Road in San Jose. The extension would then descend into a 5.1 mile-long subway tunnel, continue through downtown San Jose, and terminate in Santa Clara near the Caltrain Station. Six stations would be constructed (Milpitas, Berryessa, Alum Rock, Downtown San Jose, Dirdon/Arena, and Santa Clara) and a maintenance and vehicle storage yard would be constructed at the terminus in Santa Clara. Passenger service for the SVRTP Alternative would start in 2018 and ridership is projected to be approximately 98,750 by 2030. The Berryessa Extension Project (BEP) Alternative would consist of a 9.9-mile extension of the BART system beginning at the approved BART Warm Springs Station in Fremont and proceeding on the former Union Pacific Railroad right-of-way through Milpitas to near Las Plumas Avenue in San Jose. Two stations would be constructed (Milpitas and Berryessa) and passenger service would start in 2018 with ridership projected to be approximately 46,450 in 2030. Two Santa Clara County voter-approved tax spending measures, supplemented by $750 million in Federal Transit Administration New Starts funding and $240 million in state of California funds, would form the foundation for the capital and operating financial plan for the proposed BEP and SVRTP alternatives. Capital costs for the SVRTP Alternative would be $5.2 billion in 2008 dollars or $6.4 billion in year of expenditure (YOE) dollars. Operating and maintenance costs would include net costs for non-BART service of $405 million in 2008 dollars or $916 million in YOE dollars and net costs of BART service of $63.2 million in 2008 dollars or $117 million in YOE dollars. POSITIVE IMPACTS: The proposed extension would provide a new link in the regional rail network and direct access to the central business district of the region's largest city, San Jose, and into the core employment area of Silicon Valley. Improved transit in the SVRTC would be consistent with plans and policies established by the cities of Milpitas, San Jose and Santa Clara for transit-oriented development and would improve regional air quality by reducing auto emissions. Overall energy use would be reduced by an estimated 400 billion British Thermal Units. NEGATIVE IMPACTS: Up to 1.4 acres of riparian forest along Upper Penitencia Creek would be affected by the design of the Berryessa Station. Approximately 0.56 acres of wetlands would be affected by right-of-way drainage improvements. Construction would have potential impact to burrowing owls, nesting raptors and swallows, roosting bats, red-legged frogs and western pond turtles. Implementation of the project would alter up to four buildings in the San Jose Downtown Commercial Historic District and the historic Santa Clara Caltrain would be affected. Severe noise and vibration would impact 146 to 168 residential units, and approximately 425 residents would remain exposed to excessive noise. A total of 157 to 172 single-family residences and 36 to 40 multi-family residences would be impacted by ground-borne vibration. In addition, 77 to 104 businesses, 3-23 residential units, and one community facility would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Transit Law (49 U.S.C. 5301 et seq.). JF - EPA number: 090064, Draft EIS--1,451 pages, Appendices--521 pages, March 6, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Air Quality KW - Birds KW - Cultural Resources KW - Forests KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tunnels (Railroads) KW - Urban Development KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825097?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SILICON+VALLEY+RAPID+TRANSIT+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.title=SILICON+VALLEY+RAPID+TRANSIT+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 6, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SILICON VALLEY RAPID TRANSIT CORRIDOR, SANTA CLARA COUNTY, CALIFORNIA. [Part 6 of 7] T2 - SILICON VALLEY RAPID TRANSIT CORRIDOR, SANTA CLARA COUNTY, CALIFORNIA. AN - 756825039; 13789-090064_0006 AB - PURPOSE: An extension of the Bay Area Rapid Transit (BART) rail system service in the Silicon Valley Rapid Transit Corridor (SVRTC) beyond the approved BART Warm Springs Station in Fremont, California is proposed. The SVRTC extends over 20 miles from the city of Fremont in southwestern Alameda County through the cities of Milpitas, San Jose, and Santa Clara in Santa Clara County, covering approximately 100 square miles. Construction of the project is intended to improve public transit service in a severely congested corridor by providing increased transit capacity, enhanced regional connectivity, increased transit ridership and improved mobility options. Key issues identified during scoping include traffic, air quality, biological resources, cultural resources, and noise and vibration. Three alternatives, including a No Build Alternative, are considered in this draft EIS. The two Build Alternatives are dependent on the completion of the BART Warm Springs Extension Project. The Silicon Valley Rapid Transit Project (SVRTP) Alternative (the preferred alternative) would consist of a 16.1-mile extension of the BART system beginning at the approved BART Warm Springs Station in Fremont and proceeding on the former Union Pacific Railroad right-of-way through the city of Milpitas to south of Marbury Road in San Jose. The extension would then descend into a 5.1 mile-long subway tunnel, continue through downtown San Jose, and terminate in Santa Clara near the Caltrain Station. Six stations would be constructed (Milpitas, Berryessa, Alum Rock, Downtown San Jose, Dirdon/Arena, and Santa Clara) and a maintenance and vehicle storage yard would be constructed at the terminus in Santa Clara. Passenger service for the SVRTP Alternative would start in 2018 and ridership is projected to be approximately 98,750 by 2030. The Berryessa Extension Project (BEP) Alternative would consist of a 9.9-mile extension of the BART system beginning at the approved BART Warm Springs Station in Fremont and proceeding on the former Union Pacific Railroad right-of-way through Milpitas to near Las Plumas Avenue in San Jose. Two stations would be constructed (Milpitas and Berryessa) and passenger service would start in 2018 with ridership projected to be approximately 46,450 in 2030. Two Santa Clara County voter-approved tax spending measures, supplemented by $750 million in Federal Transit Administration New Starts funding and $240 million in state of California funds, would form the foundation for the capital and operating financial plan for the proposed BEP and SVRTP alternatives. Capital costs for the SVRTP Alternative would be $5.2 billion in 2008 dollars or $6.4 billion in year of expenditure (YOE) dollars. Operating and maintenance costs would include net costs for non-BART service of $405 million in 2008 dollars or $916 million in YOE dollars and net costs of BART service of $63.2 million in 2008 dollars or $117 million in YOE dollars. POSITIVE IMPACTS: The proposed extension would provide a new link in the regional rail network and direct access to the central business district of the region's largest city, San Jose, and into the core employment area of Silicon Valley. Improved transit in the SVRTC would be consistent with plans and policies established by the cities of Milpitas, San Jose and Santa Clara for transit-oriented development and would improve regional air quality by reducing auto emissions. Overall energy use would be reduced by an estimated 400 billion British Thermal Units. NEGATIVE IMPACTS: Up to 1.4 acres of riparian forest along Upper Penitencia Creek would be affected by the design of the Berryessa Station. Approximately 0.56 acres of wetlands would be affected by right-of-way drainage improvements. Construction would have potential impact to burrowing owls, nesting raptors and swallows, roosting bats, red-legged frogs and western pond turtles. Implementation of the project would alter up to four buildings in the San Jose Downtown Commercial Historic District and the historic Santa Clara Caltrain would be affected. Severe noise and vibration would impact 146 to 168 residential units, and approximately 425 residents would remain exposed to excessive noise. A total of 157 to 172 single-family residences and 36 to 40 multi-family residences would be impacted by ground-borne vibration. In addition, 77 to 104 businesses, 3-23 residential units, and one community facility would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Transit Law (49 U.S.C. 5301 et seq.). JF - EPA number: 090064, Draft EIS--1,451 pages, Appendices--521 pages, March 6, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Air Quality KW - Birds KW - Cultural Resources KW - Forests KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tunnels (Railroads) KW - Urban Development KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825039?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SILICON+VALLEY+RAPID+TRANSIT+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.title=SILICON+VALLEY+RAPID+TRANSIT+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 6, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SILICON VALLEY RAPID TRANSIT CORRIDOR, SANTA CLARA COUNTY, CALIFORNIA. [Part 4 of 7] T2 - SILICON VALLEY RAPID TRANSIT CORRIDOR, SANTA CLARA COUNTY, CALIFORNIA. AN - 756825031; 13789-090064_0004 AB - PURPOSE: An extension of the Bay Area Rapid Transit (BART) rail system service in the Silicon Valley Rapid Transit Corridor (SVRTC) beyond the approved BART Warm Springs Station in Fremont, California is proposed. The SVRTC extends over 20 miles from the city of Fremont in southwestern Alameda County through the cities of Milpitas, San Jose, and Santa Clara in Santa Clara County, covering approximately 100 square miles. Construction of the project is intended to improve public transit service in a severely congested corridor by providing increased transit capacity, enhanced regional connectivity, increased transit ridership and improved mobility options. Key issues identified during scoping include traffic, air quality, biological resources, cultural resources, and noise and vibration. Three alternatives, including a No Build Alternative, are considered in this draft EIS. The two Build Alternatives are dependent on the completion of the BART Warm Springs Extension Project. The Silicon Valley Rapid Transit Project (SVRTP) Alternative (the preferred alternative) would consist of a 16.1-mile extension of the BART system beginning at the approved BART Warm Springs Station in Fremont and proceeding on the former Union Pacific Railroad right-of-way through the city of Milpitas to south of Marbury Road in San Jose. The extension would then descend into a 5.1 mile-long subway tunnel, continue through downtown San Jose, and terminate in Santa Clara near the Caltrain Station. Six stations would be constructed (Milpitas, Berryessa, Alum Rock, Downtown San Jose, Dirdon/Arena, and Santa Clara) and a maintenance and vehicle storage yard would be constructed at the terminus in Santa Clara. Passenger service for the SVRTP Alternative would start in 2018 and ridership is projected to be approximately 98,750 by 2030. The Berryessa Extension Project (BEP) Alternative would consist of a 9.9-mile extension of the BART system beginning at the approved BART Warm Springs Station in Fremont and proceeding on the former Union Pacific Railroad right-of-way through Milpitas to near Las Plumas Avenue in San Jose. Two stations would be constructed (Milpitas and Berryessa) and passenger service would start in 2018 with ridership projected to be approximately 46,450 in 2030. Two Santa Clara County voter-approved tax spending measures, supplemented by $750 million in Federal Transit Administration New Starts funding and $240 million in state of California funds, would form the foundation for the capital and operating financial plan for the proposed BEP and SVRTP alternatives. Capital costs for the SVRTP Alternative would be $5.2 billion in 2008 dollars or $6.4 billion in year of expenditure (YOE) dollars. Operating and maintenance costs would include net costs for non-BART service of $405 million in 2008 dollars or $916 million in YOE dollars and net costs of BART service of $63.2 million in 2008 dollars or $117 million in YOE dollars. POSITIVE IMPACTS: The proposed extension would provide a new link in the regional rail network and direct access to the central business district of the region's largest city, San Jose, and into the core employment area of Silicon Valley. Improved transit in the SVRTC would be consistent with plans and policies established by the cities of Milpitas, San Jose and Santa Clara for transit-oriented development and would improve regional air quality by reducing auto emissions. Overall energy use would be reduced by an estimated 400 billion British Thermal Units. NEGATIVE IMPACTS: Up to 1.4 acres of riparian forest along Upper Penitencia Creek would be affected by the design of the Berryessa Station. Approximately 0.56 acres of wetlands would be affected by right-of-way drainage improvements. Construction would have potential impact to burrowing owls, nesting raptors and swallows, roosting bats, red-legged frogs and western pond turtles. Implementation of the project would alter up to four buildings in the San Jose Downtown Commercial Historic District and the historic Santa Clara Caltrain would be affected. Severe noise and vibration would impact 146 to 168 residential units, and approximately 425 residents would remain exposed to excessive noise. A total of 157 to 172 single-family residences and 36 to 40 multi-family residences would be impacted by ground-borne vibration. In addition, 77 to 104 businesses, 3-23 residential units, and one community facility would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Transit Law (49 U.S.C. 5301 et seq.). JF - EPA number: 090064, Draft EIS--1,451 pages, Appendices--521 pages, March 6, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Air Quality KW - Birds KW - Cultural Resources KW - Forests KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tunnels (Railroads) KW - Urban Development KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825031?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SILICON+VALLEY+RAPID+TRANSIT+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.title=SILICON+VALLEY+RAPID+TRANSIT+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 6, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SILICON VALLEY RAPID TRANSIT CORRIDOR, SANTA CLARA COUNTY, CALIFORNIA. [Part 7 of 7] T2 - SILICON VALLEY RAPID TRANSIT CORRIDOR, SANTA CLARA COUNTY, CALIFORNIA. AN - 756824957; 13789-090064_0007 AB - PURPOSE: An extension of the Bay Area Rapid Transit (BART) rail system service in the Silicon Valley Rapid Transit Corridor (SVRTC) beyond the approved BART Warm Springs Station in Fremont, California is proposed. The SVRTC extends over 20 miles from the city of Fremont in southwestern Alameda County through the cities of Milpitas, San Jose, and Santa Clara in Santa Clara County, covering approximately 100 square miles. Construction of the project is intended to improve public transit service in a severely congested corridor by providing increased transit capacity, enhanced regional connectivity, increased transit ridership and improved mobility options. Key issues identified during scoping include traffic, air quality, biological resources, cultural resources, and noise and vibration. Three alternatives, including a No Build Alternative, are considered in this draft EIS. The two Build Alternatives are dependent on the completion of the BART Warm Springs Extension Project. The Silicon Valley Rapid Transit Project (SVRTP) Alternative (the preferred alternative) would consist of a 16.1-mile extension of the BART system beginning at the approved BART Warm Springs Station in Fremont and proceeding on the former Union Pacific Railroad right-of-way through the city of Milpitas to south of Marbury Road in San Jose. The extension would then descend into a 5.1 mile-long subway tunnel, continue through downtown San Jose, and terminate in Santa Clara near the Caltrain Station. Six stations would be constructed (Milpitas, Berryessa, Alum Rock, Downtown San Jose, Dirdon/Arena, and Santa Clara) and a maintenance and vehicle storage yard would be constructed at the terminus in Santa Clara. Passenger service for the SVRTP Alternative would start in 2018 and ridership is projected to be approximately 98,750 by 2030. The Berryessa Extension Project (BEP) Alternative would consist of a 9.9-mile extension of the BART system beginning at the approved BART Warm Springs Station in Fremont and proceeding on the former Union Pacific Railroad right-of-way through Milpitas to near Las Plumas Avenue in San Jose. Two stations would be constructed (Milpitas and Berryessa) and passenger service would start in 2018 with ridership projected to be approximately 46,450 in 2030. Two Santa Clara County voter-approved tax spending measures, supplemented by $750 million in Federal Transit Administration New Starts funding and $240 million in state of California funds, would form the foundation for the capital and operating financial plan for the proposed BEP and SVRTP alternatives. Capital costs for the SVRTP Alternative would be $5.2 billion in 2008 dollars or $6.4 billion in year of expenditure (YOE) dollars. Operating and maintenance costs would include net costs for non-BART service of $405 million in 2008 dollars or $916 million in YOE dollars and net costs of BART service of $63.2 million in 2008 dollars or $117 million in YOE dollars. POSITIVE IMPACTS: The proposed extension would provide a new link in the regional rail network and direct access to the central business district of the region's largest city, San Jose, and into the core employment area of Silicon Valley. Improved transit in the SVRTC would be consistent with plans and policies established by the cities of Milpitas, San Jose and Santa Clara for transit-oriented development and would improve regional air quality by reducing auto emissions. Overall energy use would be reduced by an estimated 400 billion British Thermal Units. NEGATIVE IMPACTS: Up to 1.4 acres of riparian forest along Upper Penitencia Creek would be affected by the design of the Berryessa Station. Approximately 0.56 acres of wetlands would be affected by right-of-way drainage improvements. Construction would have potential impact to burrowing owls, nesting raptors and swallows, roosting bats, red-legged frogs and western pond turtles. Implementation of the project would alter up to four buildings in the San Jose Downtown Commercial Historic District and the historic Santa Clara Caltrain would be affected. Severe noise and vibration would impact 146 to 168 residential units, and approximately 425 residents would remain exposed to excessive noise. A total of 157 to 172 single-family residences and 36 to 40 multi-family residences would be impacted by ground-borne vibration. In addition, 77 to 104 businesses, 3-23 residential units, and one community facility would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Transit Law (49 U.S.C. 5301 et seq.). JF - EPA number: 090064, Draft EIS--1,451 pages, Appendices--521 pages, March 6, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Air Quality KW - Birds KW - Cultural Resources KW - Forests KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tunnels (Railroads) KW - Urban Development KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824957?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SILICON+VALLEY+RAPID+TRANSIT+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.title=SILICON+VALLEY+RAPID+TRANSIT+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 6, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SILICON VALLEY RAPID TRANSIT CORRIDOR, SANTA CLARA COUNTY, CALIFORNIA. [Part 5 of 7] T2 - SILICON VALLEY RAPID TRANSIT CORRIDOR, SANTA CLARA COUNTY, CALIFORNIA. AN - 756824948; 13789-090064_0005 AB - PURPOSE: An extension of the Bay Area Rapid Transit (BART) rail system service in the Silicon Valley Rapid Transit Corridor (SVRTC) beyond the approved BART Warm Springs Station in Fremont, California is proposed. The SVRTC extends over 20 miles from the city of Fremont in southwestern Alameda County through the cities of Milpitas, San Jose, and Santa Clara in Santa Clara County, covering approximately 100 square miles. Construction of the project is intended to improve public transit service in a severely congested corridor by providing increased transit capacity, enhanced regional connectivity, increased transit ridership and improved mobility options. Key issues identified during scoping include traffic, air quality, biological resources, cultural resources, and noise and vibration. Three alternatives, including a No Build Alternative, are considered in this draft EIS. The two Build Alternatives are dependent on the completion of the BART Warm Springs Extension Project. The Silicon Valley Rapid Transit Project (SVRTP) Alternative (the preferred alternative) would consist of a 16.1-mile extension of the BART system beginning at the approved BART Warm Springs Station in Fremont and proceeding on the former Union Pacific Railroad right-of-way through the city of Milpitas to south of Marbury Road in San Jose. The extension would then descend into a 5.1 mile-long subway tunnel, continue through downtown San Jose, and terminate in Santa Clara near the Caltrain Station. Six stations would be constructed (Milpitas, Berryessa, Alum Rock, Downtown San Jose, Dirdon/Arena, and Santa Clara) and a maintenance and vehicle storage yard would be constructed at the terminus in Santa Clara. Passenger service for the SVRTP Alternative would start in 2018 and ridership is projected to be approximately 98,750 by 2030. The Berryessa Extension Project (BEP) Alternative would consist of a 9.9-mile extension of the BART system beginning at the approved BART Warm Springs Station in Fremont and proceeding on the former Union Pacific Railroad right-of-way through Milpitas to near Las Plumas Avenue in San Jose. Two stations would be constructed (Milpitas and Berryessa) and passenger service would start in 2018 with ridership projected to be approximately 46,450 in 2030. Two Santa Clara County voter-approved tax spending measures, supplemented by $750 million in Federal Transit Administration New Starts funding and $240 million in state of California funds, would form the foundation for the capital and operating financial plan for the proposed BEP and SVRTP alternatives. Capital costs for the SVRTP Alternative would be $5.2 billion in 2008 dollars or $6.4 billion in year of expenditure (YOE) dollars. Operating and maintenance costs would include net costs for non-BART service of $405 million in 2008 dollars or $916 million in YOE dollars and net costs of BART service of $63.2 million in 2008 dollars or $117 million in YOE dollars. POSITIVE IMPACTS: The proposed extension would provide a new link in the regional rail network and direct access to the central business district of the region's largest city, San Jose, and into the core employment area of Silicon Valley. Improved transit in the SVRTC would be consistent with plans and policies established by the cities of Milpitas, San Jose and Santa Clara for transit-oriented development and would improve regional air quality by reducing auto emissions. Overall energy use would be reduced by an estimated 400 billion British Thermal Units. NEGATIVE IMPACTS: Up to 1.4 acres of riparian forest along Upper Penitencia Creek would be affected by the design of the Berryessa Station. Approximately 0.56 acres of wetlands would be affected by right-of-way drainage improvements. Construction would have potential impact to burrowing owls, nesting raptors and swallows, roosting bats, red-legged frogs and western pond turtles. Implementation of the project would alter up to four buildings in the San Jose Downtown Commercial Historic District and the historic Santa Clara Caltrain would be affected. Severe noise and vibration would impact 146 to 168 residential units, and approximately 425 residents would remain exposed to excessive noise. A total of 157 to 172 single-family residences and 36 to 40 multi-family residences would be impacted by ground-borne vibration. In addition, 77 to 104 businesses, 3-23 residential units, and one community facility would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Transit Law (49 U.S.C. 5301 et seq.). JF - EPA number: 090064, Draft EIS--1,451 pages, Appendices--521 pages, March 6, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Air Quality KW - Birds KW - Cultural Resources KW - Forests KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tunnels (Railroads) KW - Urban Development KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824948?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-03-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SILICON+VALLEY+RAPID+TRANSIT+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.title=SILICON+VALLEY+RAPID+TRANSIT+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 6, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SILICON VALLEY RAPID TRANSIT CORRIDOR, SANTA CLARA COUNTY, CALIFORNIA. AN - 16378961; 13789 AB - PURPOSE: An extension of the Bay Area Rapid Transit (BART) rail system service in the Silicon Valley Rapid Transit Corridor (SVRTC) beyond the approved BART Warm Springs Station in Fremont, California is proposed. The SVRTC extends over 20 miles from the city of Fremont in southwestern Alameda County through the cities of Milpitas, San Jose, and Santa Clara in Santa Clara County, covering approximately 100 square miles. Construction of the project is intended to improve public transit service in a severely congested corridor by providing increased transit capacity, enhanced regional connectivity, increased transit ridership and improved mobility options. Key issues identified during scoping include traffic, air quality, biological resources, cultural resources, and noise and vibration. Three alternatives, including a No Build Alternative, are considered in this draft EIS. The two Build Alternatives are dependent on the completion of the BART Warm Springs Extension Project. The Silicon Valley Rapid Transit Project (SVRTP) Alternative (the preferred alternative) would consist of a 16.1-mile extension of the BART system beginning at the approved BART Warm Springs Station in Fremont and proceeding on the former Union Pacific Railroad right-of-way through the city of Milpitas to south of Marbury Road in San Jose. The extension would then descend into a 5.1 mile-long subway tunnel, continue through downtown San Jose, and terminate in Santa Clara near the Caltrain Station. Six stations would be constructed (Milpitas, Berryessa, Alum Rock, Downtown San Jose, Dirdon/Arena, and Santa Clara) and a maintenance and vehicle storage yard would be constructed at the terminus in Santa Clara. Passenger service for the SVRTP Alternative would start in 2018 and ridership is projected to be approximately 98,750 by 2030. The Berryessa Extension Project (BEP) Alternative would consist of a 9.9-mile extension of the BART system beginning at the approved BART Warm Springs Station in Fremont and proceeding on the former Union Pacific Railroad right-of-way through Milpitas to near Las Plumas Avenue in San Jose. Two stations would be constructed (Milpitas and Berryessa) and passenger service would start in 2018 with ridership projected to be approximately 46,450 in 2030. Two Santa Clara County voter-approved tax spending measures, supplemented by $750 million in Federal Transit Administration New Starts funding and $240 million in state of California funds, would form the foundation for the capital and operating financial plan for the proposed BEP and SVRTP alternatives. Capital costs for the SVRTP Alternative would be $5.2 billion in 2008 dollars or $6.4 billion in year of expenditure (YOE) dollars. Operating and maintenance costs would include net costs for non-BART service of $405 million in 2008 dollars or $916 million in YOE dollars and net costs of BART service of $63.2 million in 2008 dollars or $117 million in YOE dollars. POSITIVE IMPACTS: The proposed extension would provide a new link in the regional rail network and direct access to the central business district of the region's largest city, San Jose, and into the core employment area of Silicon Valley. Improved transit in the SVRTC would be consistent with plans and policies established by the cities of Milpitas, San Jose and Santa Clara for transit-oriented development and would improve regional air quality by reducing auto emissions. Overall energy use would be reduced by an estimated 400 billion British Thermal Units. NEGATIVE IMPACTS: Up to 1.4 acres of riparian forest along Upper Penitencia Creek would be affected by the design of the Berryessa Station. Approximately 0.56 acres of wetlands would be affected by right-of-way drainage improvements. Construction would have potential impact to burrowing owls, nesting raptors and swallows, roosting bats, red-legged frogs and western pond turtles. Implementation of the project would alter up to four buildings in the San Jose Downtown Commercial Historic District and the historic Santa Clara Caltrain would be affected. Severe noise and vibration would impact 146 to 168 residential units, and approximately 425 residents would remain exposed to excessive noise. A total of 157 to 172 single-family residences and 36 to 40 multi-family residences would be impacted by ground-borne vibration. In addition, 77 to 104 businesses, 3-23 residential units, and one community facility would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Transit Law (49 U.S.C. 5301 et seq.). JF - EPA number: 090064, Draft EIS--1,451 pages, Appendices--521 pages, March 6, 2009 PY - 2009 KW - Roads and Railroads KW - Air Quality KW - Birds KW - Cultural Resources KW - Forests KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tunnels (Railroads) KW - Urban Development KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16378961?accountid=14244 L2 - http://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=2009-03-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SILICON+VALLEY+RAPID+TRANSIT+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.title=SILICON+VALLEY+RAPID+TRANSIT+CORRIDOR%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: March 6, 2009 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Decaturville Structure, central Missouri; evidence for a pre-Devonian marine impact? AN - 50096594; 2009-084893 AB - Decaturville (6.6 km dia) is an eroded impact structure, but the depth of erosion is poorly constrained because no capping strata are found above deformed target rocks. As a consequence, the stratigraphic age also is contentious. Previous investigators have shown that the youngest widely exposed strata are folded and faulted beds of Lower Ordovician Jefferson City Dolomite in the moat region surrounding the central uplift. Exotic blocks of Middle Silurian, Upper Ordovician, and Cambrian rock also have been mapped in isolated exposures around the moat. No rocks younger than Middle Silurian have been found in the structure, nor are rocks of Upper Ordovician or Middle Silurian preserved 30 km to the west or 60 km to the south, where Mississippian strata rest unconformably on Lower Ordovician strata, nor are they preserved 55 km to the north, where Lower Devonian carbonates fill paleokarst below the sub-Mississippian unconformity. In the 1970's, investigators argued that the age of impact was likely post-Pennsylvanian and perhaps as young as Cretaceous. More recently, paleomagnetic studies suggest a Pennsylvanian or Early Permian age; both age ranges are based on the occurrence of a sulfide breccia in the central uplift that is assumed to be a brecciated MVT deposit that was emplaced prior to the impact. The sulfide emplacement clearly pre-dated brecciation, but the age of this mineralization has not been dated. Drill logs show that the sulfides are confined to an isolated area known as the sulfide pit rather than being widely distributed across the structure. Bulk samples collected for conodonts from a polymict breccia in the roadcut and samples collected from individual clasts have yielded Upper Ordovician (Mohawkian and Cincinnatian) faunas, which is consistent with their having been derived from the Kimmswick Limestone and Leemon Formation. New field studies have also uncovered several blocks of silicified ooeid grainstone breccia that also contains loose unbroken ooeids in the matrix. The occurrence of exotic Upper Ordovician and Middle Silurian blocks together with presence of marine components in this breccia suggests a pre-Devonian marine impact. JF - Abstracts with Programs - Geological Society of America AU - Evans, Kevin R AU - Davis, George H AU - Fultz, Travis L AU - Miller, James F AU - Thomas, Drew B AU - Anonymous Y1 - 2009/03// PY - 2009 DA - March 2009 SP - 30 EP - 31 PB - Geological Society of America (GSA), Boulder, CO VL - 41 IS - 2 SN - 0016-7592, 0016-7592 KW - Upper Ordovician KW - United States KW - Decaturville impact structure KW - impact features KW - erosion KW - Missouri KW - Jefferson City Formation KW - Ordovician KW - mississippi valley-type deposits KW - age KW - Kimmswick Limestone KW - mineralization KW - breccia KW - Conodonta KW - Paleozoic KW - impacts KW - deformation KW - Silurian KW - Leemon Formation KW - marine environment KW - impact craters KW - unconformities KW - sulfides KW - Middle Silurian KW - microfossils KW - 23:Geomorphology KW - 12:Stratigraphy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50096594?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Decaturville+Structure%2C+central+Missouri%3B+evidence+for+a+pre-Devonian+marine+impact%3F&rft.au=Evans%2C+Kevin+R%3BDavis%2C+George+H%3BFultz%2C+Travis+L%3BMiller%2C+James+F%3BThomas%2C+Drew+B%3BAnonymous&rft.aulast=Evans&rft.aufirst=Kevin&rft.date=2009-03-01&rft.volume=41&rft.issue=2&rft.spage=30&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, South-Central Section, 43rd annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2009-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - age; breccia; Conodonta; Decaturville impact structure; deformation; erosion; impact craters; impact features; impacts; Jefferson City Formation; Kimmswick Limestone; Leemon Formation; marine environment; microfossils; Middle Silurian; mineralization; mississippi valley-type deposits; Missouri; Ordovician; Paleozoic; Silurian; sulfides; unconformities; United States; Upper Ordovician ER - TY - JOUR T1 - Population Parameters for the Allegheny Woodrat (Neotoma magister Baird) at Two Sites in Eastern Kentucky AN - 21199574; 11206782 JF - Journal of the Kentucky Academy of Science AU - McMurray, Bree Enderle AU - Thomas, Steven C AU - Elliott, Charles L AD - Environmental Unit-Design Division, Missouri Department of Transportation, P.O. Box 270, Jefferson City, Missouri 65102 Y1 - 2009/03// PY - 2009 DA - Mar 2009 SP - 98 EP - 101 PB - Kentucky Academy of Science, Science Outreach Center Lexington KY 40536-0078 USA VL - 70 IS - 1 SN - 1098-7096, 1098-7096 KW - Ecology Abstracts KW - Ecology KW - Neotoma magister KW - D 04040:Ecosystem and Ecology Studies UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21199574?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aecology&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+the+Kentucky+Academy+of+Science&rft.atitle=Population+Parameters+for+the+Allegheny+Woodrat+%28Neotoma+magister+Baird%29+at+Two+Sites+in+Eastern+Kentucky&rft.au=McMurray%2C+Bree+Enderle%3BThomas%2C+Steven+C%3BElliott%2C+Charles+L&rft.aulast=McMurray&rft.aufirst=Bree&rft.date=2009-03-01&rft.volume=70&rft.issue=1&rft.spage=98&rft.isbn=&rft.btitle=&rft.title=Journal+of+the+Kentucky+Academy+of+Science&rft.issn=10987096&rft_id=info:doi/10.3101%2F1098-7096-70.1.98 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-01-01 N1 - Last updated - 2015-03-31 N1 - SubjectsTermNotLitGenreText - Ecology; Neotoma magister DO - http://dx.doi.org/10.3101/1098-7096-70.1.98 ER - TY - JOUR T1 - Unknown-Attitude Recoveries Using Conventional and Terrain-Depicting Attitude Indicators: Difference Testing, Equivalence Testing, and Equivalent Level of Safety AN - 20474497; 9166847 AB - The objectives of this study were to assess the effects of differing formats of forward-looking primary flight display (PFD; electronic attitude-direction indicator, full-color terrain, uniformly brown terrain) on general aviation (GA) pilot recoveries from unknown attitudes and to determine if recovery assistance embodied in the display could be useful. Total recovery times and control reversals were examined as indexes of performance for 40 GA pilots, and the recovery times were subjected to a comparative analysis using both a parametric difference analysis and an equivalence testing technique. Results suggest that for the specific conditions investigated, terrain-depicting PFDs supported performance that was equivalent to that observed with the standard attitude indicator. Equivalence testing is recommended for cases where it is desirable to determine if one device or system provides for performance that is equivalent to another. JF - International Journal of Aviation Psychology AU - Beringer, D B AU - Ball, J D AD - Human Factors Research Lab, FAA/CAMI, AAM-510, P.O. Box 25082, Oklahoma City, OK 73125, USA, dennis.beringer@faa.gov Y1 - 2009/03// PY - 2009 DA - Mar 2009 SP - 76 EP - 97 VL - 19 IS - 1 SN - 1050-8414, 1050-8414 KW - attitude control KW - Health & Safety Science Abstracts KW - Flight control systems KW - Aircraft KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20474497?accountid=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=Unknown-Attitude+Recoveries+Using+Conventional+and+Terrain-Depicting+Attitude+Indicators%3A+Difference+Testing%2C+Equivalence+Testing%2C+and+Equivalent+Level+of+Safety&rft.au=Beringer%2C+D+B%3BBall%2C+J+D&rft.aulast=Beringer&rft.aufirst=D&rft.date=2009-03-01&rft.volume=19&rft.issue=1&rft.spage=76&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Aviation+Psychology&rft.issn=10508414&rft_id=info:doi/10.1080%2F10508410802597366 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-04-01 N1 - Last updated - 2015-03-30 N1 - SubjectsTermNotLitGenreText - Flight control systems; Aircraft DO - http://dx.doi.org/10.1080/10508410802597366 ER - TY - JOUR T1 - Incorporate ShakeMap and user-defined metrics for lifeline post-earthquake damage assessment using ShakeCast AN - 1832614026; 726060-5 JF - Seismological Research Letters AU - Lin, K AU - Wald, D J AU - Turner, Loren L Y1 - 2009/03// PY - 2009 DA - March 2009 SP - 313 EP - 314 PB - Seismological Society of America, El Cerrito, CA VL - 80 IS - 2 SN - 0895-0695, 0895-0695 KW - geologic hazards KW - seismic intensity KW - data processing KW - damage KW - information management KW - landslides KW - ShakeMap KW - ShakeCast KW - inventory KW - mass movements KW - natural hazards KW - ground motion KW - catalogs KW - earthquakes KW - atlas KW - 19:Seismology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1832614026?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefinprocess&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Seismological+Research+Letters&rft.atitle=Incorporate+ShakeMap+and+user-defined+metrics+for+lifeline+post-earthquake+damage+assessment+using+ShakeCast&rft.au=Lin%2C+K%3BWald%2C+D+J%3BTurner%2C+Loren+L&rft.aulast=Lin&rft.aufirst=K&rft.date=2009-03-01&rft.volume=80&rft.issue=2&rft.spage=313&rft.isbn=&rft.btitle=&rft.title=Seismological+Research+Letters&rft.issn=08950695&rft_id=info:doi/ L2 - http://srl.geoscienceworld.org/ LA - English DB - GeoRef N1 - Copyright - GeoRef in Process, Copyright 2017, American Geosciences Institute. After editing and indexing, this record will be added to Georef. N1 - PubXState - CA N1 - Last updated - 2017-01-24 N1 - SubjectsTermNotLitGenreText - atlas; catalogs; damage; data processing; earthquakes; geologic hazards; ground motion; information management; inventory; landslides; mass movements; natural hazards; seismic intensity; ShakeCast; ShakeMap ER - TY - JOUR T1 - Identifying surface rupture hazard at Caltrans bridges AN - 1832612081; 726060-35 JF - Seismological Research Letters AU - Merriam, M Y1 - 2009/03// PY - 2009 DA - March 2009 SP - 319 EP - 320 PB - Seismological Society of America, El Cerrito, CA VL - 80 IS - 2 SN - 0895-0695, 0895-0695 KW - United States KW - geologic hazards KW - Vincent Thomas Bridge KW - San Fernando earthquake 1971 KW - magnitude KW - legislation KW - government agencies KW - deformation KW - Caltrans KW - structures KW - San Diego California KW - California KW - rupture KW - San Diego County California KW - natural hazards KW - California Department of Transporation KW - Coronado Bay Bridge KW - bridges KW - active faults KW - earthquakes KW - faults KW - design KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1832612081?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefinprocess&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Seismological+Research+Letters&rft.atitle=Identifying+surface+rupture+hazard+at+Caltrans+bridges&rft.au=Merriam%2C+M&rft.aulast=Merriam&rft.aufirst=M&rft.date=2009-03-01&rft.volume=80&rft.issue=2&rft.spage=319&rft.isbn=&rft.btitle=&rft.title=Seismological+Research+Letters&rft.issn=08950695&rft_id=info:doi/ L2 - http://srl.geoscienceworld.org/ LA - English DB - GeoRef N1 - Copyright - GeoRef in Process, Copyright 2017, American Geosciences Institute. After editing and indexing, this record will be added to Georef. N1 - PubXState - CA N1 - Last updated - 2017-01-24 N1 - SubjectsTermNotLitGenreText - active faults; bridges; California; California Department of Transporation; Caltrans; Coronado Bay Bridge; deformation; design; earthquakes; faults; geologic hazards; government agencies; legislation; magnitude; natural hazards; rupture; San Diego California; San Diego County California; San Fernando earthquake 1971; structures; United States; Vincent Thomas Bridge ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 28 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223998; 13783-0_0028 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 28 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223998?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 27 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223991; 13783-0_0027 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 27 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223991?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 26 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223983; 13783-0_0026 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 26 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223983?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 25 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223977; 13783-0_0025 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 25 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223977?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 24 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223971; 13783-0_0024 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 24 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223971?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 23 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223966; 13783-0_0023 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 23 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223966?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 10 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223947; 13783-0_0010 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 10 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223947?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 8 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223928; 13783-0_0008 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 8 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223928?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 14 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223428; 13783-0_0014 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 14 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223428?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 13 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223401; 13783-0_0013 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 13 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223401?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 12 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223373; 13783-0_0012 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 12 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223373?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 7 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223330; 13783-0_0007 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 7 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223330?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 4 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223308; 13783-0_0004 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 4 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223308?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 3 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223290; 13783-0_0003 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 3 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223290?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 2 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223273; 13783-0_0002 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 2 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223273?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 22 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223250; 13783-0_0022 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 22 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223250?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 21 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223229; 13783-0_0021 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 21 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223229?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 20 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223210; 13783-0_0020 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 20 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223210?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 19 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223182; 13783-0_0019 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 19 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223182?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 17 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868223131; 13783-0_0017 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 17 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223131?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 1 of 28] T2 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 868222557; 13783-0_0001 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 VL - 1 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868222557?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 36343599; 13783 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this final EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C and D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stoney Point; E) a reduced-intensity version of the proposed project; F) a business park; and F) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0068D, Volume 31, Number 1. JF - EPA number: 090050, Final EIS--1,444 pages and maps; Appendices I--2,511 pages and maps, Appendices II--1,621 pages, Appendices III--2,827 pages. Appendices IV--2,479 pages, Appendices V--2,921 pages, Appendices VI--381 pages and maps, February 20, 2009 PY - 2009 KW - Urban and Social Programs KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36343599?accountid=14244 L2 - http://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=2009-02-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: February 20, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - 18-Month Test Results Of One-Coat Systems Applicable To Steel Bridge Structures T2 - 2009 Conference on Paint and Coatings Expo (PACE 2009) AN - 41701535; 5021060 JF - 2009 Conference on Paint and Coatings Expo (PACE 2009) AU - Lee, Seung-Kyoung Y1 - 2009/02/15/ PY - 2009 DA - 2009 Feb 15 KW - Bridges KW - Steel KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41701535?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2009+Conference+on+Paint+and+Coatings+Expo+%28PACE+2009%29&rft.atitle=18-Month+Test+Results+Of+One-Coat+Systems+Applicable+To+Steel+Bridge+Structures&rft.au=Lee%2C+Seung-Kyoung&rft.aulast=Lee&rft.aufirst=Seung-Kyoung&rft.date=2009-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2009+Conference+on+Paint+and+Coatings+Expo+%28PACE+2009%29&rft.issn=&rft_id=info:doi/ L2 - http://www.pace2009.com/program.php LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - JOUR T1 - Relationships Between Safety and Both Congestion and Number of Lanes on Urban Freeways AN - 20533133; 9213728 AB - This paper first explores the relationship between safety and congestion and then examines the relationship between safety and the number of lanes on urban freeways. The relationship between safety and congestion on urban freeways was explored with the use of safety performance functions (SPFs) calibrated for multilane freeways in Colorado, California, and Texas. The focus of most SPF modeling efforts to date has been on the statistical technique and the underlying probability distribution, with only limited consideration given to the nature of the phenomenon itself. In this study neural networks have been used to identify the underlying relationship between safety and exposure. The modeling process was informed by the consideration of the traffic operations parameters described by the Highway Capacity Manual. The shape of the SPF is best described by a sigmoid reflecting a dose-response type of relationship between safety and traffic demand on urban freeways. Relating safety to the degree of congestion suggests that safety deteriorates with the degradation in the quality of service expressed through the level of service. Practitioners generally believe that additional capacity afforded by additional lanes is associated with more safety. How much safety and for what time period are generally not considered. Comparison of SPFs of multilane freeways suggests that adding lanes may initially result in a temporary safety improvement that disappears as congestion increases. As annual average daily traffic increases, the slope of SPF, described by its first derivative, becomes steeper, reflecting that accidents are increasing at a faster rate than would be expected from a freeway with fewer lanes. JF - Journal of the Transportation Research Board AU - Kononov, J AU - Bailey, B AU - Allery, B K AD - Colorado Department of Transportation, 4201 East Arkansas, Denver, CO 80222, USA Y1 - 2009/02/07/ PY - 2009 DA - 2009 Feb 07 SP - 26 EP - 39 IS - 2083 KW - Health & Safety Science Abstracts KW - Artificial intelligence KW - Degradation KW - USA, Colorado KW - Accidents KW - traffic KW - Transportation KW - INE, USA, California KW - Dose-response effects KW - USA, Texas KW - neural networks KW - Highways KW - traffic safety KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20533133?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+the+Transportation+Research+Board&rft.atitle=Relationships+Between+Safety+and+Both+Congestion+and+Number+of+Lanes+on+Urban+Freeways&rft.au=Kononov%2C+J%3BBailey%2C+B%3BAllery%2C+B+K&rft.aulast=Kononov&rft.aufirst=J&rft.date=2009-02-07&rft.volume=&rft.issue=2083&rft.spage=26&rft.isbn=&rft.btitle=&rft.title=Journal+of+the+Transportation+Research+Board&rft.issn=&rft_id=info:doi/10.3141%2F2083-04 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-05-01 N1 - Last updated - 2015-03-30 N1 - SubjectsTermNotLitGenreText - Artificial intelligence; Accidents; Transportation; traffic; Degradation; Dose-response effects; neural networks; Highways; traffic safety; USA, Colorado; INE, USA, California; USA, Texas DO - http://dx.doi.org/10.3141/2083-04 ER - TY - JOUR T1 - Data-Driven Perspective on Management of Safety Risk at State Agencies: Case Study in Washington State AN - 20532536; 9213725 AB - Nationally, transportation agencies have embarked on efforts to collect information digitally on highway attributes to help understand factors that contribute to traffic crash occurrences. Instrumented vehicles, database modeling efforts, and enhancements in crash-data collection are salient examples of such efforts. This paper provides insights into the prospective value of roadway information as it pertains to statistical analysis of severity of crashes. It presents a case study analysis from Washington State that involves divided highway crash data. A statistical model is presented that demonstrates an empirical relationship between key roadway variables and distributions of crash severity. The other notable output of this paper involves the contribution of weather Information to the distributions of crash severity. While the case study is restricted to divided highways in the northwest part of the United States, the statistical insights from the analysis of severity distributions indicate the prospective value of key data elements In relation to their regular measurement and updates to statewide crash risk management. JF - Journal of the Transportation Research Board AU - Milton, J C AU - Shankar, V AU - Shyu, M-B AU - Sittikariya, S AU - Pendyala, R AD - Washington State Department of Transportation, P.O. Box 47418, Olympia, WA 98504, USA Y1 - 2009/02/07/ PY - 2009 DA - 2009 Feb 07 SP - 1 EP - 8 IS - 2083 KW - Risk Abstracts; Health & Safety Science Abstracts KW - case studies KW - USA, Washington KW - Weather KW - Transportation KW - Mathematical models KW - traffic KW - Highways KW - R2 23020:Technological risks KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20532536?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ariskabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+the+Transportation+Research+Board&rft.atitle=Data-Driven+Perspective+on+Management+of+Safety+Risk+at+State+Agencies%3A+Case+Study+in+Washington+State&rft.au=Milton%2C+J+C%3BShankar%2C+V%3BShyu%2C+M-B%3BSittikariya%2C+S%3BPendyala%2C+R&rft.aulast=Milton&rft.aufirst=J&rft.date=2009-02-07&rft.volume=&rft.issue=2083&rft.spage=1&rft.isbn=&rft.btitle=&rft.title=Journal+of+the+Transportation+Research+Board&rft.issn=&rft_id=info:doi/10.3141%2F2083-01 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-05-01 N1 - Last updated - 2015-03-30 N1 - SubjectsTermNotLitGenreText - case studies; Weather; traffic; Mathematical models; Transportation; Highways; USA, Washington DO - http://dx.doi.org/10.3141/2083-01 ER - TY - JOUR T1 - Real-time monitoring of subsidence along I-70 in Washington, Pennsylvania AN - 50422426; 2009-053873 JF - Geo-strata (Reston, VA) AU - O'Connor, Kevin M AU - Clark, Ronald J AU - Whitlatch, David J AU - Dowding, Charles H Y1 - 2009/02// PY - 2009 DA - February 2009 SP - 39 EP - 42 PB - American Society of Civil Engineers, Geo-Institute, Reston, VA VL - 13 IS - 1 SN - 1529-2975, 1529-2975 KW - United States KW - mining KW - Global Positioning System KW - geophysical surveys KW - geologic hazards KW - Washington County Pennsylvania KW - underground mining KW - data acquisition KW - data processing KW - stability KW - grouting KW - land subsidence KW - coal seams KW - Washington Pennsylvania KW - foundations KW - I-70 Highway KW - compression KW - time domain reflectometry KW - mines KW - overburden KW - monitoring KW - tiltmeters KW - geophysical methods KW - electrical methods KW - coal mines KW - settlement KW - deformation KW - measurement KW - longwall mining KW - surveys KW - Pennsylvania KW - roads KW - instruments KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50422426?accountid=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=Geo-strata+%28Reston%2C+VA%29&rft.atitle=Real-time+monitoring+of+subsidence+along+I-70+in+Washington%2C+Pennsylvania&rft.au=O%27Connor%2C+Kevin+M%3BClark%2C+Ronald+J%3BWhitlatch%2C+David+J%3BDowding%2C+Charles+H&rft.aulast=O%27Connor&rft.aufirst=Kevin&rft.date=2009-02-01&rft.volume=13&rft.issue=1&rft.spage=39&rft.isbn=&rft.btitle=&rft.title=Geo-strata+%28Reston%2C+VA%29&rft.issn=15292975&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2009-01-01 N1 - PubXState - VA N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - coal mines; coal seams; compression; data acquisition; data processing; deformation; electrical methods; foundations; geologic hazards; geophysical methods; geophysical surveys; Global Positioning System; grouting; I-70 Highway; instruments; land subsidence; longwall mining; measurement; mines; mining; monitoring; overburden; Pennsylvania; roads; settlement; stability; surveys; tiltmeters; time domain reflectometry; underground mining; United States; Washington County Pennsylvania; Washington Pennsylvania ER - TY - JOUR T1 - Research on Transportation-Related Emissions: Current Status and Future Directions AN - 20375296; 9054063 AB - Transportation-related emissions are the dominant contributing source of air pollutants today. Considering the negative impacts of transportation-related emissions on our social and economic environment, extensive efforts have been made by researchers and practitioners attempting to find solutions to reduce the emissions. To synthesize these researchefforts, researchers have conducted various reviews of relevant studies. However. becauseof the diversity of the topics. most of existing reviews have only focused on specific and narrowed areas Furthermore, none of the existing reviews have attempted to summarize the researchers opinions on the current research and their prospects of the future researchdirections Therefore, this paper is intended to fill this gap by conducting an extensive survey of transportation emissions professionals In the paper, a review of existing research and developments on each of the emissionsrelated topics is provided, followed by a presentation of the respective survey results and analysis. At the conclusion of these reviews and the analysis of the survey, some future research directions in this field are presented. JF - Journal of the Air & Waste Management Association AU - Yu, L AU - Jia, S AU - Shi, Q AD - Department of Transportation Studies. Texas Southern University, Houston, TX. and School of Traffic and Transportation, Beijing Jiaotong University. Beijing. People's Republic of China Y1 - 2009/02// PY - 2009 DA - Feb 2009 VL - 59 IS - 2 SN - 1096-2247, 1096-2247 KW - Meteorological & Geoastrophysical Abstracts; Environment Abstracts; Pollution Abstracts KW - Air pollution KW - Transportation KW - Atmospheric pollution KW - Reviews KW - Emissions KW - Socioeconomics KW - Research programs KW - M2 551.510.42:Air Pollution (551.510.42) KW - P 0000:AIR POLLUTION KW - ENA 01:Air Pollution UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20375296?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Apollution&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+the+Air+%26+Waste+Management+Association&rft.atitle=Research+on+Transportation-Related+Emissions%3A+Current+Status+and+Future+Directions&rft.au=Yu%2C+L%3BJia%2C+S%3BShi%2C+Q&rft.aulast=Yu&rft.aufirst=L&rft.date=2009-02-01&rft.volume=59&rft.issue=2&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Journal+of+the+Air+%26+Waste+Management+Association&rft.issn=10962247&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-03-01 N1 - Last updated - 2015-03-30 N1 - SubjectsTermNotLitGenreText - Atmospheric pollution; Air pollution; Transportation; Reviews; Emissions; Socioeconomics; Research programs ER - TY - RPRT T1 - A Study of the Flammability of Commercial Transport Airplane Wing Fuel Tanks AN - 20168288; 9358885 AB - The Fire Safety Team of the Airport and Aircraft Safety Research and Development Division performed tests at the Federal Aviation Administration (FAA) William J. Hughes Technical Center using the environmental chamber and the air induction facility (wind tunnel) to examine individual effects that contribute to commercial transport wing fuel tank flammability. Additionally, previously acquired wing tank flammability measurements taken during flight tests were compared with the results from the FAA Fuel Air Ratio Calculator in an effort to see if the calculations agreed with existing flight test data. The results of the scale fuel tank testing in the environmental chamber showed that (1) fuel height in the tank had little or no effect on the flammability, (2) increasing the amount of heat on the top surface and a higher ambient temperature caused increased flammability, and (3) lower fuel flash point increased flammability greatly. Wind tunnel tests conducted with a section of a Boeing 727 wing tank showed that, under dynamic airflow conditions, change in ullage temperature was the primary mechanism affecting ullage flammability, not fuel temperature, as observed in environmental chamber tests. Other wind tunnel tests showed that the angle of attack of the fuel tank played little role in reducing fuel tank flammability, but that a cross-venting condition of the fuel tank would lead to a very rapid decrease in hydrocarbon concentration. An input temperature algorithm could be used with the FAA Fuel Air Ratio Calculator to significantly improve predictions of wing tank ullage flammability, based on tests that showed in-flight changes of ullage flammability in a wing tank are driven largely by the ullage temperature. This is very different from what had been shown with a center wing fuel tank, in which fuel temperature continues to be the main driver of flammability even during flight. JF - A Study of the Flammability of Commercial Transport Airplane Wing Fuel Tanks. 29 pp. Feb 2009. AU - Cavage, WM AU - Summer, S Y1 - 2009/02// PY - 2009 DA - Feb 2009 SP - 29 PB - Federal Aviation Administration, [URL:http://www.fire.tc.faa.gov] KW - Health & Safety Science Abstracts KW - DOT/FAA/AR-08/8 KW - Fires KW - Fuels KW - Temperature KW - Airports KW - air flow KW - Aircraft KW - Wind tunnels KW - Flammability KW - Research programs KW - H 7000:Fire Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20168288?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Health+%26+Safety+Science+Abstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=Cavage%2C+WM%3BSummer%2C+S&rft.aulast=Cavage&rft.aufirst=WM&rft.date=2009-02-01&rft.volume=&rft.issue=&rft.spage=29&rft.isbn=&rft.btitle=A+Study+of+the+Flammability+of+Commercial+Transport+Airplane+Wing+Fuel+Tanks&rft.title=A+Study+of+the+Flammability+of+Commercial+Transport+Airplane+Wing+Fuel+Tanks&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-06-01 N1 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Investigation of Actual and Perceived Behavior of Older Drivers on Freeways AN - 20535976; 9215476 AB - Actual performance of older drivers was investigated on tasks such as freeway driving, exit finding, lane changing, and freeway entering and exiting and correlated with driver (performance) self-assessment. The focus is on safe driving and potentially compensatory behavior being exhibited by older drivers; for this, results of an on-road experiment with 40 older drivers were used. Results indicated that compensation on the freeway is correlated to decreased performance in various driving dimensions; some performance problems revealed in the present study might be corrected by training in proper ways to adapt and in safe driving practices. Results regarding the analysis of actual driving performance on the freeway and perceived self-assessed performance indicate that older drivers are aware of their performance inadequacies on the freeway and reveal some drivers' perception for improvements in the design of freeway exits. These findings are of particular importance in freeway design and older driver education and assessment. JF - Journal of the Transportation Research Board AU - Vardaki, S AD - Department of Transportation Planning and Engineering, School of Civil Engineering, National Technical University of Athens, 5, Iroon Polytechniou str, 15773, Zografou Campus, Athens, Greece Y1 - 2009/01/31/ PY - 2009 DA - 2009 Jan 31 SP - 41 EP - 48 IS - 2078 KW - Health & Safety Science Abstracts KW - Education KW - Transportation KW - Behavior KW - Training KW - Perception KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20535976?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+the+Transportation+Research+Board&rft.atitle=Investigation+of+Actual+and+Perceived+Behavior+of+Older+Drivers+on+Freeways&rft.au=Vardaki%2C+S&rft.aulast=Vardaki&rft.aufirst=S&rft.date=2009-01-31&rft.volume=&rft.issue=2078&rft.spage=41&rft.isbn=&rft.btitle=&rft.title=Journal+of+the+Transportation+Research+Board&rft.issn=&rft_id=info:doi/10.3141%2F2078-06 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-05-01 N1 - Last updated - 2015-03-30 N1 - SubjectsTermNotLitGenreText - Education; Transportation; Behavior; Perception; Training DO - http://dx.doi.org/10.3141/2078-06 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 2, OAKLAND CITY OF WASHINGTON. [Part 3 of 4] T2 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 2, OAKLAND CITY OF WASHINGTON. AN - 756826157; 13714-090031_0003 AB - PURPOSE: The construction of a 29-mile section of Interstate 69 (I-69) in Indiana from State Route (SR) 64 at Oakland City to US 50 in Washington is proposed. This draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The Corridor, which is part of the expanding Oakland City/Washington urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project Corridor has been divided into nine subsections for the presentation of the three alignment alternatives under consideration. The subsection break points occur at major natural barriers, such as major river crossings at the Patoka River and East Fork of the White River, which are also County boundary lines, and at locations where alternatives overlap, allowing a transition from one Alternative to the other. Thirteen conceptual interchange locations were considered initially, four locations being chosen after screening; these locations are SR 61/56, North Pike County, South Daviess County, and US 50. All impact data for alternatives consider the impacts of all four interchanges. The typical freeway cross-section would consist of two 12-foot lanes in each direction flanked by 11-foot outside and five-foot inside shoulders and separated by a 60-foot depressed median within an overall rights-of-way of 320 feet. In addition to the three alignment alternatives, this draft EIS considers a No-Build Alternative. Estimated costs of alternatives A and B and the preferred range from $454.4 million to $557.9 million; the estimated cost of the preferred Alternative ranges from $454.5 million to 552.9 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the Corridor study area. Economic performance in the area served by the freeway would be boosted NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace numerous residences, possibly one business, and extensive land acreage, including wetlands, forest, and farmland. The project would require realignment of several miles of stream channel and encroach substantially on floodplain lands. The project would adversely affect the Patoka Bridges Historic District, including visual impacts to the historic SR 257 bridge over Vaele Creek. The archaeological resource survey has not yet been completed. Rights-of-way development and motor vehicle use within the Corridor could significantly impact habitat for the Indiana Bat and bald eagle, both federally protected species. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the first draft of this EIS, see 07-0122D, Volume 31, Number 1. JF - EPA number: 090031, Second Draft. 1,099 pages, CD-ROM, January 30, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-09-01-D KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Assessments KW - Birds KW - Bridges KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Relocations-Property Acquisitions KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826157?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+2%2C+OAKLAND+CITY+OF+WASHINGTON.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+2%2C+OAKLAND+CITY+OF+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 30, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 2, OAKLAND CITY OF WASHINGTON. [Part 4 of 4] T2 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 2, OAKLAND CITY OF WASHINGTON. AN - 756825405; 13714-090031_0004 AB - PURPOSE: The construction of a 29-mile section of Interstate 69 (I-69) in Indiana from State Route (SR) 64 at Oakland City to US 50 in Washington is proposed. This draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The Corridor, which is part of the expanding Oakland City/Washington urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project Corridor has been divided into nine subsections for the presentation of the three alignment alternatives under consideration. The subsection break points occur at major natural barriers, such as major river crossings at the Patoka River and East Fork of the White River, which are also County boundary lines, and at locations where alternatives overlap, allowing a transition from one Alternative to the other. Thirteen conceptual interchange locations were considered initially, four locations being chosen after screening; these locations are SR 61/56, North Pike County, South Daviess County, and US 50. All impact data for alternatives consider the impacts of all four interchanges. The typical freeway cross-section would consist of two 12-foot lanes in each direction flanked by 11-foot outside and five-foot inside shoulders and separated by a 60-foot depressed median within an overall rights-of-way of 320 feet. In addition to the three alignment alternatives, this draft EIS considers a No-Build Alternative. Estimated costs of alternatives A and B and the preferred range from $454.4 million to $557.9 million; the estimated cost of the preferred Alternative ranges from $454.5 million to 552.9 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the Corridor study area. Economic performance in the area served by the freeway would be boosted NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace numerous residences, possibly one business, and extensive land acreage, including wetlands, forest, and farmland. The project would require realignment of several miles of stream channel and encroach substantially on floodplain lands. The project would adversely affect the Patoka Bridges Historic District, including visual impacts to the historic SR 257 bridge over Vaele Creek. The archaeological resource survey has not yet been completed. Rights-of-way development and motor vehicle use within the Corridor could significantly impact habitat for the Indiana Bat and bald eagle, both federally protected species. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the first draft of this EIS, see 07-0122D, Volume 31, Number 1. JF - EPA number: 090031, Second Draft. 1,099 pages, CD-ROM, January 30, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-09-01-D KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Assessments KW - Birds KW - Bridges KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Relocations-Property Acquisitions KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825405?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+2%2C+OAKLAND+CITY+OF+WASHINGTON.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+2%2C+OAKLAND+CITY+OF+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 30, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 2, OAKLAND CITY OF WASHINGTON. [Part 1 of 4] T2 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 2, OAKLAND CITY OF WASHINGTON. AN - 756825395; 13714-090031_0001 AB - PURPOSE: The construction of a 29-mile section of Interstate 69 (I-69) in Indiana from State Route (SR) 64 at Oakland City to US 50 in Washington is proposed. This draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The Corridor, which is part of the expanding Oakland City/Washington urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project Corridor has been divided into nine subsections for the presentation of the three alignment alternatives under consideration. The subsection break points occur at major natural barriers, such as major river crossings at the Patoka River and East Fork of the White River, which are also County boundary lines, and at locations where alternatives overlap, allowing a transition from one Alternative to the other. Thirteen conceptual interchange locations were considered initially, four locations being chosen after screening; these locations are SR 61/56, North Pike County, South Daviess County, and US 50. All impact data for alternatives consider the impacts of all four interchanges. The typical freeway cross-section would consist of two 12-foot lanes in each direction flanked by 11-foot outside and five-foot inside shoulders and separated by a 60-foot depressed median within an overall rights-of-way of 320 feet. In addition to the three alignment alternatives, this draft EIS considers a No-Build Alternative. Estimated costs of alternatives A and B and the preferred range from $454.4 million to $557.9 million; the estimated cost of the preferred Alternative ranges from $454.5 million to 552.9 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the Corridor study area. Economic performance in the area served by the freeway would be boosted NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace numerous residences, possibly one business, and extensive land acreage, including wetlands, forest, and farmland. The project would require realignment of several miles of stream channel and encroach substantially on floodplain lands. The project would adversely affect the Patoka Bridges Historic District, including visual impacts to the historic SR 257 bridge over Vaele Creek. The archaeological resource survey has not yet been completed. Rights-of-way development and motor vehicle use within the Corridor could significantly impact habitat for the Indiana Bat and bald eagle, both federally protected species. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the first draft of this EIS, see 07-0122D, Volume 31, Number 1. JF - EPA number: 090031, Second Draft. 1,099 pages, CD-ROM, January 30, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-09-01-D KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Assessments KW - Birds KW - Bridges KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Relocations-Property Acquisitions KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825395?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+2%2C+OAKLAND+CITY+OF+WASHINGTON.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+2%2C+OAKLAND+CITY+OF+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 30, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 2, OAKLAND CITY OF WASHINGTON. [Part 2 of 4] T2 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 2, OAKLAND CITY OF WASHINGTON. AN - 756824958; 13714-090031_0002 AB - PURPOSE: The construction of a 29-mile section of Interstate 69 (I-69) in Indiana from State Route (SR) 64 at Oakland City to US 50 in Washington is proposed. This draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The Corridor, which is part of the expanding Oakland City/Washington urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project Corridor has been divided into nine subsections for the presentation of the three alignment alternatives under consideration. The subsection break points occur at major natural barriers, such as major river crossings at the Patoka River and East Fork of the White River, which are also County boundary lines, and at locations where alternatives overlap, allowing a transition from one Alternative to the other. Thirteen conceptual interchange locations were considered initially, four locations being chosen after screening; these locations are SR 61/56, North Pike County, South Daviess County, and US 50. All impact data for alternatives consider the impacts of all four interchanges. The typical freeway cross-section would consist of two 12-foot lanes in each direction flanked by 11-foot outside and five-foot inside shoulders and separated by a 60-foot depressed median within an overall rights-of-way of 320 feet. In addition to the three alignment alternatives, this draft EIS considers a No-Build Alternative. Estimated costs of alternatives A and B and the preferred range from $454.4 million to $557.9 million; the estimated cost of the preferred Alternative ranges from $454.5 million to 552.9 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the Corridor study area. Economic performance in the area served by the freeway would be boosted NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace numerous residences, possibly one business, and extensive land acreage, including wetlands, forest, and farmland. The project would require realignment of several miles of stream channel and encroach substantially on floodplain lands. The project would adversely affect the Patoka Bridges Historic District, including visual impacts to the historic SR 257 bridge over Vaele Creek. The archaeological resource survey has not yet been completed. Rights-of-way development and motor vehicle use within the Corridor could significantly impact habitat for the Indiana Bat and bald eagle, both federally protected species. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the first draft of this EIS, see 07-0122D, Volume 31, Number 1. JF - EPA number: 090031, Second Draft. 1,099 pages, CD-ROM, January 30, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-09-01-D KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Assessments KW - Birds KW - Bridges KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Relocations-Property Acquisitions KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824958?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+2%2C+OAKLAND+CITY+OF+WASHINGTON.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+2%2C+OAKLAND+CITY+OF+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 30, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 2, OAKLAND CITY OF WASHINGTON. AN - 16376315; 13714 AB - PURPOSE: The construction of a 29-mile section of Interstate 69 (I-69) in Indiana from State Route (SR) 64 at Oakland City to US 50 in Washington is proposed. This draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The Corridor, which is part of the expanding Oakland City/Washington urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project Corridor has been divided into nine subsections for the presentation of the three alignment alternatives under consideration. The subsection break points occur at major natural barriers, such as major river crossings at the Patoka River and East Fork of the White River, which are also County boundary lines, and at locations where alternatives overlap, allowing a transition from one Alternative to the other. Thirteen conceptual interchange locations were considered initially, four locations being chosen after screening; these locations are SR 61/56, North Pike County, South Daviess County, and US 50. All impact data for alternatives consider the impacts of all four interchanges. The typical freeway cross-section would consist of two 12-foot lanes in each direction flanked by 11-foot outside and five-foot inside shoulders and separated by a 60-foot depressed median within an overall rights-of-way of 320 feet. In addition to the three alignment alternatives, this draft EIS considers a No-Build Alternative. Estimated costs of alternatives A and B and the preferred range from $454.4 million to $557.9 million; the estimated cost of the preferred Alternative ranges from $454.5 million to 552.9 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the Corridor study area. Economic performance in the area served by the freeway would be boosted NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace numerous residences, possibly one business, and extensive land acreage, including wetlands, forest, and farmland. The project would require realignment of several miles of stream channel and encroach substantially on floodplain lands. The project would adversely affect the Patoka Bridges Historic District, including visual impacts to the historic SR 257 bridge over Vaele Creek. The archaeological resource survey has not yet been completed. Rights-of-way development and motor vehicle use within the Corridor could significantly impact habitat for the Indiana Bat and bald eagle, both federally protected species. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the first draft of this EIS, see 07-0122D, Volume 31, Number 1. JF - EPA number: 090031, Second Draft. 1,099 pages, CD-ROM, January 30, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-09-01-D KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Assessments KW - Birds KW - Bridges KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Relocations-Property Acquisitions KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Section 106 Statements KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16376315?accountid=14244 L2 - http://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=2009-01-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+2%2C+OAKLAND+CITY+OF+WASHINGTON.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+2%2C+OAKLAND+CITY+OF+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 30, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. [Part 11 of 11] T2 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. AN - 756825204; 13710-090027_0011 AB - PURPOSE: The construction of a 13.7-mile segment of fully controlled access highway bypassing the Houston Metropolitan Area in Harris and Montgomery counties, Texas is proposed. Transportation improvements are needed in the Segment G study area due to the presence of inadequate connections between suburban communities and major radial roadways, the lack of capacity to meet current and future transportation demands, the high accident rate within the Corridor, and the limitations placed on economic and population by inadequate transportation infrastructure. The proposed highway segment would be located in the northeastern quadrant of the planned 170-mile-long, third loop of SH 99 (Grand Parkway) around the City of Houston; the highway segment would be known as Segment G. The project Corridor at hand would extend from Interstate 45 (I-45) to the west, US 59 to the east, Farm-to-Market 1960 to the south, and just beyond the proposed Grand Parkway segment to the north. The recommended alignment for the four-lane facility within the Segment G Corridor would provide for a combination of alignments. The conceptual design for this proposal consists of a four-lane, at-grade controlled access freeway, with frontage roads to provide local access, within a 400-foot rights-of-way. The design speed would be 70 miles per hour (mph), though the posted speed limit would be 65 mph. In addition to the preferred Alternative (Alternative D), three Alternative alignments and a No Action Alternative were considered in detail in the draft EIS. The cost of the preferred alternative identified in this final EIS is estimated at Alternative is estimated at $476.7 million. POSITIVE IMPACTS: Segment G would link the suburban communities and major roadways effectively and efficiently, enhance mobility and transportation safety, and respond to the demands of economic growth in the Houston region. The full Grand Parkway facility would provide access to radial highways, including US 290/I-45, I-10, State Highway 249, and US 59, and would serve as a third loop around the Houston Metropolitan Area. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 748.4 acres would displace 65 existing residential properties, 45 planned residential properties, and one business. In addition, the facility would displace 129.9 acres of bottomland hardwoods, 31.7 acres of aquatic buffers, 27.3 acres of isolated aquatic habitat sites, 94 acres of floodways, 102.6 acres of floodplain, and 132.9 acres of prime farmland. The highway would traverse 518 acres of land under which there is a high probability of archaeological resource sites. The highway would also cross one oil/gas well and 16 public and one private water well. Traffic-generated noise would exceed federal standards in the vicinity of 138 sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), North American Free Trade Agreement, Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0133D, Volume 31, Number 1. JF - EPA number: 090027, Volume I--349 pages and maps, Volume II--321 pages, Volume III--287 pages and maps, Volume IV--251 pages, January 26, 2009 PY - 2009 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-03-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Highways KW - Highway Structures KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Relocations-Property Acquisitions KW - Transportation KW - Wells KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding KW - North American Free Trade Agreement, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825204?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.title=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. [Part 1 of 11] T2 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. AN - 756825201; 13710-090027_0001 AB - PURPOSE: The construction of a 13.7-mile segment of fully controlled access highway bypassing the Houston Metropolitan Area in Harris and Montgomery counties, Texas is proposed. Transportation improvements are needed in the Segment G study area due to the presence of inadequate connections between suburban communities and major radial roadways, the lack of capacity to meet current and future transportation demands, the high accident rate within the Corridor, and the limitations placed on economic and population by inadequate transportation infrastructure. The proposed highway segment would be located in the northeastern quadrant of the planned 170-mile-long, third loop of SH 99 (Grand Parkway) around the City of Houston; the highway segment would be known as Segment G. The project Corridor at hand would extend from Interstate 45 (I-45) to the west, US 59 to the east, Farm-to-Market 1960 to the south, and just beyond the proposed Grand Parkway segment to the north. The recommended alignment for the four-lane facility within the Segment G Corridor would provide for a combination of alignments. The conceptual design for this proposal consists of a four-lane, at-grade controlled access freeway, with frontage roads to provide local access, within a 400-foot rights-of-way. The design speed would be 70 miles per hour (mph), though the posted speed limit would be 65 mph. In addition to the preferred Alternative (Alternative D), three Alternative alignments and a No Action Alternative were considered in detail in the draft EIS. The cost of the preferred alternative identified in this final EIS is estimated at Alternative is estimated at $476.7 million. POSITIVE IMPACTS: Segment G would link the suburban communities and major roadways effectively and efficiently, enhance mobility and transportation safety, and respond to the demands of economic growth in the Houston region. The full Grand Parkway facility would provide access to radial highways, including US 290/I-45, I-10, State Highway 249, and US 59, and would serve as a third loop around the Houston Metropolitan Area. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 748.4 acres would displace 65 existing residential properties, 45 planned residential properties, and one business. In addition, the facility would displace 129.9 acres of bottomland hardwoods, 31.7 acres of aquatic buffers, 27.3 acres of isolated aquatic habitat sites, 94 acres of floodways, 102.6 acres of floodplain, and 132.9 acres of prime farmland. The highway would traverse 518 acres of land under which there is a high probability of archaeological resource sites. The highway would also cross one oil/gas well and 16 public and one private water well. Traffic-generated noise would exceed federal standards in the vicinity of 138 sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), North American Free Trade Agreement, Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0133D, Volume 31, Number 1. JF - EPA number: 090027, Volume I--349 pages and maps, Volume II--321 pages, Volume III--287 pages and maps, Volume IV--251 pages, January 26, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-03-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Highways KW - Highway Structures KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Relocations-Property Acquisitions KW - Transportation KW - Wells KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding KW - North American Free Trade Agreement, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825201?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.title=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. [Part 7 of 11] T2 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. AN - 756825141; 13710-090027_0007 AB - PURPOSE: The construction of a 13.7-mile segment of fully controlled access highway bypassing the Houston Metropolitan Area in Harris and Montgomery counties, Texas is proposed. Transportation improvements are needed in the Segment G study area due to the presence of inadequate connections between suburban communities and major radial roadways, the lack of capacity to meet current and future transportation demands, the high accident rate within the Corridor, and the limitations placed on economic and population by inadequate transportation infrastructure. The proposed highway segment would be located in the northeastern quadrant of the planned 170-mile-long, third loop of SH 99 (Grand Parkway) around the City of Houston; the highway segment would be known as Segment G. The project Corridor at hand would extend from Interstate 45 (I-45) to the west, US 59 to the east, Farm-to-Market 1960 to the south, and just beyond the proposed Grand Parkway segment to the north. The recommended alignment for the four-lane facility within the Segment G Corridor would provide for a combination of alignments. The conceptual design for this proposal consists of a four-lane, at-grade controlled access freeway, with frontage roads to provide local access, within a 400-foot rights-of-way. The design speed would be 70 miles per hour (mph), though the posted speed limit would be 65 mph. In addition to the preferred Alternative (Alternative D), three Alternative alignments and a No Action Alternative were considered in detail in the draft EIS. The cost of the preferred alternative identified in this final EIS is estimated at Alternative is estimated at $476.7 million. POSITIVE IMPACTS: Segment G would link the suburban communities and major roadways effectively and efficiently, enhance mobility and transportation safety, and respond to the demands of economic growth in the Houston region. The full Grand Parkway facility would provide access to radial highways, including US 290/I-45, I-10, State Highway 249, and US 59, and would serve as a third loop around the Houston Metropolitan Area. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 748.4 acres would displace 65 existing residential properties, 45 planned residential properties, and one business. In addition, the facility would displace 129.9 acres of bottomland hardwoods, 31.7 acres of aquatic buffers, 27.3 acres of isolated aquatic habitat sites, 94 acres of floodways, 102.6 acres of floodplain, and 132.9 acres of prime farmland. The highway would traverse 518 acres of land under which there is a high probability of archaeological resource sites. The highway would also cross one oil/gas well and 16 public and one private water well. Traffic-generated noise would exceed federal standards in the vicinity of 138 sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), North American Free Trade Agreement, Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0133D, Volume 31, Number 1. JF - EPA number: 090027, Volume I--349 pages and maps, Volume II--321 pages, Volume III--287 pages and maps, Volume IV--251 pages, January 26, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-03-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Highways KW - Highway Structures KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Relocations-Property Acquisitions KW - Transportation KW - Wells KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding KW - North American Free Trade Agreement, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825141?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.title=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. [Part 6 of 11] T2 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. AN - 756825134; 13710-090027_0006 AB - PURPOSE: The construction of a 13.7-mile segment of fully controlled access highway bypassing the Houston Metropolitan Area in Harris and Montgomery counties, Texas is proposed. Transportation improvements are needed in the Segment G study area due to the presence of inadequate connections between suburban communities and major radial roadways, the lack of capacity to meet current and future transportation demands, the high accident rate within the Corridor, and the limitations placed on economic and population by inadequate transportation infrastructure. The proposed highway segment would be located in the northeastern quadrant of the planned 170-mile-long, third loop of SH 99 (Grand Parkway) around the City of Houston; the highway segment would be known as Segment G. The project Corridor at hand would extend from Interstate 45 (I-45) to the west, US 59 to the east, Farm-to-Market 1960 to the south, and just beyond the proposed Grand Parkway segment to the north. The recommended alignment for the four-lane facility within the Segment G Corridor would provide for a combination of alignments. The conceptual design for this proposal consists of a four-lane, at-grade controlled access freeway, with frontage roads to provide local access, within a 400-foot rights-of-way. The design speed would be 70 miles per hour (mph), though the posted speed limit would be 65 mph. In addition to the preferred Alternative (Alternative D), three Alternative alignments and a No Action Alternative were considered in detail in the draft EIS. The cost of the preferred alternative identified in this final EIS is estimated at Alternative is estimated at $476.7 million. POSITIVE IMPACTS: Segment G would link the suburban communities and major roadways effectively and efficiently, enhance mobility and transportation safety, and respond to the demands of economic growth in the Houston region. The full Grand Parkway facility would provide access to radial highways, including US 290/I-45, I-10, State Highway 249, and US 59, and would serve as a third loop around the Houston Metropolitan Area. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 748.4 acres would displace 65 existing residential properties, 45 planned residential properties, and one business. In addition, the facility would displace 129.9 acres of bottomland hardwoods, 31.7 acres of aquatic buffers, 27.3 acres of isolated aquatic habitat sites, 94 acres of floodways, 102.6 acres of floodplain, and 132.9 acres of prime farmland. The highway would traverse 518 acres of land under which there is a high probability of archaeological resource sites. The highway would also cross one oil/gas well and 16 public and one private water well. Traffic-generated noise would exceed federal standards in the vicinity of 138 sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), North American Free Trade Agreement, Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0133D, Volume 31, Number 1. JF - EPA number: 090027, Volume I--349 pages and maps, Volume II--321 pages, Volume III--287 pages and maps, Volume IV--251 pages, January 26, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-03-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Highways KW - Highway Structures KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Relocations-Property Acquisitions KW - Transportation KW - Wells KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding KW - North American Free Trade Agreement, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825134?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.title=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. [Part 8 of 11] T2 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. AN - 756825088; 13710-090027_0008 AB - PURPOSE: The construction of a 13.7-mile segment of fully controlled access highway bypassing the Houston Metropolitan Area in Harris and Montgomery counties, Texas is proposed. Transportation improvements are needed in the Segment G study area due to the presence of inadequate connections between suburban communities and major radial roadways, the lack of capacity to meet current and future transportation demands, the high accident rate within the Corridor, and the limitations placed on economic and population by inadequate transportation infrastructure. The proposed highway segment would be located in the northeastern quadrant of the planned 170-mile-long, third loop of SH 99 (Grand Parkway) around the City of Houston; the highway segment would be known as Segment G. The project Corridor at hand would extend from Interstate 45 (I-45) to the west, US 59 to the east, Farm-to-Market 1960 to the south, and just beyond the proposed Grand Parkway segment to the north. The recommended alignment for the four-lane facility within the Segment G Corridor would provide for a combination of alignments. The conceptual design for this proposal consists of a four-lane, at-grade controlled access freeway, with frontage roads to provide local access, within a 400-foot rights-of-way. The design speed would be 70 miles per hour (mph), though the posted speed limit would be 65 mph. In addition to the preferred Alternative (Alternative D), three Alternative alignments and a No Action Alternative were considered in detail in the draft EIS. The cost of the preferred alternative identified in this final EIS is estimated at Alternative is estimated at $476.7 million. POSITIVE IMPACTS: Segment G would link the suburban communities and major roadways effectively and efficiently, enhance mobility and transportation safety, and respond to the demands of economic growth in the Houston region. The full Grand Parkway facility would provide access to radial highways, including US 290/I-45, I-10, State Highway 249, and US 59, and would serve as a third loop around the Houston Metropolitan Area. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 748.4 acres would displace 65 existing residential properties, 45 planned residential properties, and one business. In addition, the facility would displace 129.9 acres of bottomland hardwoods, 31.7 acres of aquatic buffers, 27.3 acres of isolated aquatic habitat sites, 94 acres of floodways, 102.6 acres of floodplain, and 132.9 acres of prime farmland. The highway would traverse 518 acres of land under which there is a high probability of archaeological resource sites. The highway would also cross one oil/gas well and 16 public and one private water well. Traffic-generated noise would exceed federal standards in the vicinity of 138 sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), North American Free Trade Agreement, Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0133D, Volume 31, Number 1. JF - EPA number: 090027, Volume I--349 pages and maps, Volume II--321 pages, Volume III--287 pages and maps, Volume IV--251 pages, January 26, 2009 PY - 2009 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-03-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Highways KW - Highway Structures KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Relocations-Property Acquisitions KW - Transportation KW - Wells KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding KW - North American Free Trade Agreement, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825088?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.title=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. [Part 5 of 11] T2 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. AN - 756825047; 13710-090027_0005 AB - PURPOSE: The construction of a 13.7-mile segment of fully controlled access highway bypassing the Houston Metropolitan Area in Harris and Montgomery counties, Texas is proposed. Transportation improvements are needed in the Segment G study area due to the presence of inadequate connections between suburban communities and major radial roadways, the lack of capacity to meet current and future transportation demands, the high accident rate within the Corridor, and the limitations placed on economic and population by inadequate transportation infrastructure. The proposed highway segment would be located in the northeastern quadrant of the planned 170-mile-long, third loop of SH 99 (Grand Parkway) around the City of Houston; the highway segment would be known as Segment G. The project Corridor at hand would extend from Interstate 45 (I-45) to the west, US 59 to the east, Farm-to-Market 1960 to the south, and just beyond the proposed Grand Parkway segment to the north. The recommended alignment for the four-lane facility within the Segment G Corridor would provide for a combination of alignments. The conceptual design for this proposal consists of a four-lane, at-grade controlled access freeway, with frontage roads to provide local access, within a 400-foot rights-of-way. The design speed would be 70 miles per hour (mph), though the posted speed limit would be 65 mph. In addition to the preferred Alternative (Alternative D), three Alternative alignments and a No Action Alternative were considered in detail in the draft EIS. The cost of the preferred alternative identified in this final EIS is estimated at Alternative is estimated at $476.7 million. POSITIVE IMPACTS: Segment G would link the suburban communities and major roadways effectively and efficiently, enhance mobility and transportation safety, and respond to the demands of economic growth in the Houston region. The full Grand Parkway facility would provide access to radial highways, including US 290/I-45, I-10, State Highway 249, and US 59, and would serve as a third loop around the Houston Metropolitan Area. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 748.4 acres would displace 65 existing residential properties, 45 planned residential properties, and one business. In addition, the facility would displace 129.9 acres of bottomland hardwoods, 31.7 acres of aquatic buffers, 27.3 acres of isolated aquatic habitat sites, 94 acres of floodways, 102.6 acres of floodplain, and 132.9 acres of prime farmland. The highway would traverse 518 acres of land under which there is a high probability of archaeological resource sites. The highway would also cross one oil/gas well and 16 public and one private water well. Traffic-generated noise would exceed federal standards in the vicinity of 138 sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), North American Free Trade Agreement, Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0133D, Volume 31, Number 1. JF - EPA number: 090027, Volume I--349 pages and maps, Volume II--321 pages, Volume III--287 pages and maps, Volume IV--251 pages, January 26, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-03-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Highways KW - Highway Structures KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Relocations-Property Acquisitions KW - Transportation KW - Wells KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding KW - North American Free Trade Agreement, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825047?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.title=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. [Part 4 of 11] T2 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. AN - 756825036; 13710-090027_0004 AB - PURPOSE: The construction of a 13.7-mile segment of fully controlled access highway bypassing the Houston Metropolitan Area in Harris and Montgomery counties, Texas is proposed. Transportation improvements are needed in the Segment G study area due to the presence of inadequate connections between suburban communities and major radial roadways, the lack of capacity to meet current and future transportation demands, the high accident rate within the Corridor, and the limitations placed on economic and population by inadequate transportation infrastructure. The proposed highway segment would be located in the northeastern quadrant of the planned 170-mile-long, third loop of SH 99 (Grand Parkway) around the City of Houston; the highway segment would be known as Segment G. The project Corridor at hand would extend from Interstate 45 (I-45) to the west, US 59 to the east, Farm-to-Market 1960 to the south, and just beyond the proposed Grand Parkway segment to the north. The recommended alignment for the four-lane facility within the Segment G Corridor would provide for a combination of alignments. The conceptual design for this proposal consists of a four-lane, at-grade controlled access freeway, with frontage roads to provide local access, within a 400-foot rights-of-way. The design speed would be 70 miles per hour (mph), though the posted speed limit would be 65 mph. In addition to the preferred Alternative (Alternative D), three Alternative alignments and a No Action Alternative were considered in detail in the draft EIS. The cost of the preferred alternative identified in this final EIS is estimated at Alternative is estimated at $476.7 million. POSITIVE IMPACTS: Segment G would link the suburban communities and major roadways effectively and efficiently, enhance mobility and transportation safety, and respond to the demands of economic growth in the Houston region. The full Grand Parkway facility would provide access to radial highways, including US 290/I-45, I-10, State Highway 249, and US 59, and would serve as a third loop around the Houston Metropolitan Area. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 748.4 acres would displace 65 existing residential properties, 45 planned residential properties, and one business. In addition, the facility would displace 129.9 acres of bottomland hardwoods, 31.7 acres of aquatic buffers, 27.3 acres of isolated aquatic habitat sites, 94 acres of floodways, 102.6 acres of floodplain, and 132.9 acres of prime farmland. The highway would traverse 518 acres of land under which there is a high probability of archaeological resource sites. The highway would also cross one oil/gas well and 16 public and one private water well. Traffic-generated noise would exceed federal standards in the vicinity of 138 sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), North American Free Trade Agreement, Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0133D, Volume 31, Number 1. JF - EPA number: 090027, Volume I--349 pages and maps, Volume II--321 pages, Volume III--287 pages and maps, Volume IV--251 pages, January 26, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-03-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Highways KW - Highway Structures KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Relocations-Property Acquisitions KW - Transportation KW - Wells KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding KW - North American Free Trade Agreement, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825036?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.title=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. [Part 3 of 11] T2 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. AN - 756825030; 13710-090027_0003 AB - PURPOSE: The construction of a 13.7-mile segment of fully controlled access highway bypassing the Houston Metropolitan Area in Harris and Montgomery counties, Texas is proposed. Transportation improvements are needed in the Segment G study area due to the presence of inadequate connections between suburban communities and major radial roadways, the lack of capacity to meet current and future transportation demands, the high accident rate within the Corridor, and the limitations placed on economic and population by inadequate transportation infrastructure. The proposed highway segment would be located in the northeastern quadrant of the planned 170-mile-long, third loop of SH 99 (Grand Parkway) around the City of Houston; the highway segment would be known as Segment G. The project Corridor at hand would extend from Interstate 45 (I-45) to the west, US 59 to the east, Farm-to-Market 1960 to the south, and just beyond the proposed Grand Parkway segment to the north. The recommended alignment for the four-lane facility within the Segment G Corridor would provide for a combination of alignments. The conceptual design for this proposal consists of a four-lane, at-grade controlled access freeway, with frontage roads to provide local access, within a 400-foot rights-of-way. The design speed would be 70 miles per hour (mph), though the posted speed limit would be 65 mph. In addition to the preferred Alternative (Alternative D), three Alternative alignments and a No Action Alternative were considered in detail in the draft EIS. The cost of the preferred alternative identified in this final EIS is estimated at Alternative is estimated at $476.7 million. POSITIVE IMPACTS: Segment G would link the suburban communities and major roadways effectively and efficiently, enhance mobility and transportation safety, and respond to the demands of economic growth in the Houston region. The full Grand Parkway facility would provide access to radial highways, including US 290/I-45, I-10, State Highway 249, and US 59, and would serve as a third loop around the Houston Metropolitan Area. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 748.4 acres would displace 65 existing residential properties, 45 planned residential properties, and one business. In addition, the facility would displace 129.9 acres of bottomland hardwoods, 31.7 acres of aquatic buffers, 27.3 acres of isolated aquatic habitat sites, 94 acres of floodways, 102.6 acres of floodplain, and 132.9 acres of prime farmland. The highway would traverse 518 acres of land under which there is a high probability of archaeological resource sites. The highway would also cross one oil/gas well and 16 public and one private water well. Traffic-generated noise would exceed federal standards in the vicinity of 138 sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), North American Free Trade Agreement, Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0133D, Volume 31, Number 1. JF - EPA number: 090027, Volume I--349 pages and maps, Volume II--321 pages, Volume III--287 pages and maps, Volume IV--251 pages, January 26, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-03-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Highways KW - Highway Structures KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Relocations-Property Acquisitions KW - Transportation KW - Wells KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding KW - North American Free Trade Agreement, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825030?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.title=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. [Part 10 of 11] T2 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. AN - 756825011; 13710-090027_0010 AB - PURPOSE: The construction of a 13.7-mile segment of fully controlled access highway bypassing the Houston Metropolitan Area in Harris and Montgomery counties, Texas is proposed. Transportation improvements are needed in the Segment G study area due to the presence of inadequate connections between suburban communities and major radial roadways, the lack of capacity to meet current and future transportation demands, the high accident rate within the Corridor, and the limitations placed on economic and population by inadequate transportation infrastructure. The proposed highway segment would be located in the northeastern quadrant of the planned 170-mile-long, third loop of SH 99 (Grand Parkway) around the City of Houston; the highway segment would be known as Segment G. The project Corridor at hand would extend from Interstate 45 (I-45) to the west, US 59 to the east, Farm-to-Market 1960 to the south, and just beyond the proposed Grand Parkway segment to the north. The recommended alignment for the four-lane facility within the Segment G Corridor would provide for a combination of alignments. The conceptual design for this proposal consists of a four-lane, at-grade controlled access freeway, with frontage roads to provide local access, within a 400-foot rights-of-way. The design speed would be 70 miles per hour (mph), though the posted speed limit would be 65 mph. In addition to the preferred Alternative (Alternative D), three Alternative alignments and a No Action Alternative were considered in detail in the draft EIS. The cost of the preferred alternative identified in this final EIS is estimated at Alternative is estimated at $476.7 million. POSITIVE IMPACTS: Segment G would link the suburban communities and major roadways effectively and efficiently, enhance mobility and transportation safety, and respond to the demands of economic growth in the Houston region. The full Grand Parkway facility would provide access to radial highways, including US 290/I-45, I-10, State Highway 249, and US 59, and would serve as a third loop around the Houston Metropolitan Area. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 748.4 acres would displace 65 existing residential properties, 45 planned residential properties, and one business. In addition, the facility would displace 129.9 acres of bottomland hardwoods, 31.7 acres of aquatic buffers, 27.3 acres of isolated aquatic habitat sites, 94 acres of floodways, 102.6 acres of floodplain, and 132.9 acres of prime farmland. The highway would traverse 518 acres of land under which there is a high probability of archaeological resource sites. The highway would also cross one oil/gas well and 16 public and one private water well. Traffic-generated noise would exceed federal standards in the vicinity of 138 sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), North American Free Trade Agreement, Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0133D, Volume 31, Number 1. JF - EPA number: 090027, Volume I--349 pages and maps, Volume II--321 pages, Volume III--287 pages and maps, Volume IV--251 pages, January 26, 2009 PY - 2009 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-03-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Highways KW - Highway Structures KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Relocations-Property Acquisitions KW - Transportation KW - Wells KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding KW - North American Free Trade Agreement, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825011?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.title=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. [Part 9 of 11] T2 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. AN - 756824792; 13710-090027_0009 AB - PURPOSE: The construction of a 13.7-mile segment of fully controlled access highway bypassing the Houston Metropolitan Area in Harris and Montgomery counties, Texas is proposed. Transportation improvements are needed in the Segment G study area due to the presence of inadequate connections between suburban communities and major radial roadways, the lack of capacity to meet current and future transportation demands, the high accident rate within the Corridor, and the limitations placed on economic and population by inadequate transportation infrastructure. The proposed highway segment would be located in the northeastern quadrant of the planned 170-mile-long, third loop of SH 99 (Grand Parkway) around the City of Houston; the highway segment would be known as Segment G. The project Corridor at hand would extend from Interstate 45 (I-45) to the west, US 59 to the east, Farm-to-Market 1960 to the south, and just beyond the proposed Grand Parkway segment to the north. The recommended alignment for the four-lane facility within the Segment G Corridor would provide for a combination of alignments. The conceptual design for this proposal consists of a four-lane, at-grade controlled access freeway, with frontage roads to provide local access, within a 400-foot rights-of-way. The design speed would be 70 miles per hour (mph), though the posted speed limit would be 65 mph. In addition to the preferred Alternative (Alternative D), three Alternative alignments and a No Action Alternative were considered in detail in the draft EIS. The cost of the preferred alternative identified in this final EIS is estimated at Alternative is estimated at $476.7 million. POSITIVE IMPACTS: Segment G would link the suburban communities and major roadways effectively and efficiently, enhance mobility and transportation safety, and respond to the demands of economic growth in the Houston region. The full Grand Parkway facility would provide access to radial highways, including US 290/I-45, I-10, State Highway 249, and US 59, and would serve as a third loop around the Houston Metropolitan Area. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 748.4 acres would displace 65 existing residential properties, 45 planned residential properties, and one business. In addition, the facility would displace 129.9 acres of bottomland hardwoods, 31.7 acres of aquatic buffers, 27.3 acres of isolated aquatic habitat sites, 94 acres of floodways, 102.6 acres of floodplain, and 132.9 acres of prime farmland. The highway would traverse 518 acres of land under which there is a high probability of archaeological resource sites. The highway would also cross one oil/gas well and 16 public and one private water well. Traffic-generated noise would exceed federal standards in the vicinity of 138 sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), North American Free Trade Agreement, Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0133D, Volume 31, Number 1. JF - EPA number: 090027, Volume I--349 pages and maps, Volume II--321 pages, Volume III--287 pages and maps, Volume IV--251 pages, January 26, 2009 PY - 2009 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-03-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Highways KW - Highway Structures KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Relocations-Property Acquisitions KW - Transportation KW - Wells KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding KW - North American Free Trade Agreement, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824792?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.title=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. [Part 2 of 11] T2 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. AN - 756824777; 13710-090027_0002 AB - PURPOSE: The construction of a 13.7-mile segment of fully controlled access highway bypassing the Houston Metropolitan Area in Harris and Montgomery counties, Texas is proposed. Transportation improvements are needed in the Segment G study area due to the presence of inadequate connections between suburban communities and major radial roadways, the lack of capacity to meet current and future transportation demands, the high accident rate within the Corridor, and the limitations placed on economic and population by inadequate transportation infrastructure. The proposed highway segment would be located in the northeastern quadrant of the planned 170-mile-long, third loop of SH 99 (Grand Parkway) around the City of Houston; the highway segment would be known as Segment G. The project Corridor at hand would extend from Interstate 45 (I-45) to the west, US 59 to the east, Farm-to-Market 1960 to the south, and just beyond the proposed Grand Parkway segment to the north. The recommended alignment for the four-lane facility within the Segment G Corridor would provide for a combination of alignments. The conceptual design for this proposal consists of a four-lane, at-grade controlled access freeway, with frontage roads to provide local access, within a 400-foot rights-of-way. The design speed would be 70 miles per hour (mph), though the posted speed limit would be 65 mph. In addition to the preferred Alternative (Alternative D), three Alternative alignments and a No Action Alternative were considered in detail in the draft EIS. The cost of the preferred alternative identified in this final EIS is estimated at Alternative is estimated at $476.7 million. POSITIVE IMPACTS: Segment G would link the suburban communities and major roadways effectively and efficiently, enhance mobility and transportation safety, and respond to the demands of economic growth in the Houston region. The full Grand Parkway facility would provide access to radial highways, including US 290/I-45, I-10, State Highway 249, and US 59, and would serve as a third loop around the Houston Metropolitan Area. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 748.4 acres would displace 65 existing residential properties, 45 planned residential properties, and one business. In addition, the facility would displace 129.9 acres of bottomland hardwoods, 31.7 acres of aquatic buffers, 27.3 acres of isolated aquatic habitat sites, 94 acres of floodways, 102.6 acres of floodplain, and 132.9 acres of prime farmland. The highway would traverse 518 acres of land under which there is a high probability of archaeological resource sites. The highway would also cross one oil/gas well and 16 public and one private water well. Traffic-generated noise would exceed federal standards in the vicinity of 138 sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), North American Free Trade Agreement, Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0133D, Volume 31, Number 1. JF - EPA number: 090027, Volume I--349 pages and maps, Volume II--321 pages, Volume III--287 pages and maps, Volume IV--251 pages, January 26, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-03-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Highways KW - Highway Structures KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Relocations-Property Acquisitions KW - Transportation KW - Wells KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding KW - North American Free Trade Agreement, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824777?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.title=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY(IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. AN - 16369212; 13710 AB - PURPOSE: The construction of a 13.7-mile segment of fully controlled access highway bypassing the Houston Metropolitan Area in Harris and Montgomery counties, Texas is proposed. Transportation improvements are needed in the Segment G study area due to the presence of inadequate connections between suburban communities and major radial roadways, the lack of capacity to meet current and future transportation demands, the high accident rate within the Corridor, and the limitations placed on economic and population by inadequate transportation infrastructure. The proposed highway segment would be located in the northeastern quadrant of the planned 170-mile-long, third loop of SH 99 (Grand Parkway) around the City of Houston; the highway segment would be known as Segment G. The project Corridor at hand would extend from Interstate 45 (I-45) to the west, US 59 to the east, Farm-to-Market 1960 to the south, and just beyond the proposed Grand Parkway segment to the north. The recommended alignment for the four-lane facility within the Segment G Corridor would provide for a combination of alignments. The conceptual design for this proposal consists of a four-lane, at-grade controlled access freeway, with frontage roads to provide local access, within a 400-foot rights-of-way. The design speed would be 70 miles per hour (mph), though the posted speed limit would be 65 mph. In addition to the preferred Alternative (Alternative D), three Alternative alignments and a No Action Alternative were considered in detail in the draft EIS. The cost of the preferred alternative identified in this final EIS is estimated at Alternative is estimated at $476.7 million. POSITIVE IMPACTS: Segment G would link the suburban communities and major roadways effectively and efficiently, enhance mobility and transportation safety, and respond to the demands of economic growth in the Houston region. The full Grand Parkway facility would provide access to radial highways, including US 290/I-45, I-10, State Highway 249, and US 59, and would serve as a third loop around the Houston Metropolitan Area. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 748.4 acres would displace 65 existing residential properties, 45 planned residential properties, and one business. In addition, the facility would displace 129.9 acres of bottomland hardwoods, 31.7 acres of aquatic buffers, 27.3 acres of isolated aquatic habitat sites, 94 acres of floodways, 102.6 acres of floodplain, and 132.9 acres of prime farmland. The highway would traverse 518 acres of land under which there is a high probability of archaeological resource sites. The highway would also cross one oil/gas well and 16 public and one private water well. Traffic-generated noise would exceed federal standards in the vicinity of 138 sensitive receptor sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), North American Free Trade Agreement, Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0133D, Volume 31, Number 1. JF - EPA number: 090027, Volume I--349 pages and maps, Volume II--321 pages, Volume III--287 pages and maps, Volume IV--251 pages, January 26, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-03-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Highways KW - Highway Structures KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Relocations-Property Acquisitions KW - Transportation KW - Wells KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding KW - North American Free Trade Agreement, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16369212?accountid=14244 L2 - http://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=2009-01-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.title=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 26, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 14 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125627; 13707-4_0014 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125627?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 13 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125624; 13707-4_0013 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125624?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 12 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125622; 13707-4_0012 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125622?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 11 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125619; 13707-4_0011 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125619?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 10 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125617; 13707-4_0010 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125617?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 9 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125613; 13707-4_0009 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125613?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 8 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125609; 13707-4_0008 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125609?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 18 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125425; 13707-4_0018 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125425?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 17 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125421; 13707-4_0017 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125421?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 7 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125417; 13707-4_0007 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125417?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 6 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125411; 13707-4_0006 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125411?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 5 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125408; 13707-4_0005 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125408?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 4 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125406; 13707-4_0004 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125406?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 3 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125401; 13707-4_0003 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125401?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 2 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125396; 13707-4_0002 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125396?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 1 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125392; 13707-4_0001 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125392?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 16 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125258; 13707-4_0016 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125258?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). [Part 15 of 18] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 873125253; 13707-4_0015 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125253?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. [Part 2 of 5] T2 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. AN - 756826538; 14013-090309_0002 AB - PURPOSE: The construction and operation of 22.8 miles of commuter rail from Denver Union Station to Denver International Airport in Denver, Colorado are proposed. The project crosses portions of Aurora, Adams County, and several Denver neighborhoods. The existing transportation system along what is known as the East Corridor, through which the rail line would run, does not have sufficient transportation capacity to accommodate the increasing travel demand within the Corridor and the region. New connections are needed to provide access to major activity centers within the Corridor, such as downtown Denver, the Stapleton redevelopment area, and the airport. Travel times in the region that would be served by the rail line are currently excessive and will become worse as demand increases. In addition to an inadequate capacity, the Corridor lacks an appropriate diversity of alternate modes of travel. The double-track commuter rail technology to be adopted would provide for electrical multiple-unit trains. The alignment generally follows the Union Pacific Railroad Corridor between Union Station and Airport Boulevard at which point it would proceed along Pena Boulevard to the airport. Hence, the rights-of-way would traverse a combination of railroad, public, and private lands. In addition to stations at the termini, passengers would have access to the rail system via stations at 38th and Blake avenues and Colorado, Central Park, Peoria streets, as well as Airport Boulevard at 40th Avenue. In addition to the proposed action, this final EIS considers a No Action Alternative and a transportation system management alternative. Capital costs of implementing the proposed action are estimated at $1.64 billion in year of expenditure dollars. Annual system operation and maintenance costs are estimated at $17.6 million in 2008 dollars. POSITIVE IMPACTS: The new commuter rail would provide direct service to from downtown Denver to Denver International Airport as well as connections to existing and planned 122-mile regional transit services, expanding the opportunity for transit-oriented development already underway in the region. The Corridor would access established neighborhoods on its west end and emerging residential and commercial areas along the eastern section. The project would create 1,460 constructed-related jobs and 3,360 indirect jobs. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 13 residences. From 47 to 60 businesses would be displaced, resulting in the removal of 740 to 920 jobs from the area. From 30 to 33 of these businesses would be minority-owned enterprises, resulting in disproportionate impacts to the minority population, which would see 460 to 550 jobs moved outside the area or terminated entirely. Of the 33 historic sites that could be affected by the project, three would be incorporated wholly within the rail rights-of-way. Construction noise would be excessive in the vicinity of 624 residences lying within 300 feet of the rail alignment; these households are located in Five Points, Elynia and Swansea, Northeast Park Hill, and Aurora; noise impacts in Elynia and Swansea would disproportionately affect a minority population. Operating noise impacts would exceed federal standards at 229 sensitive receptor sites, and 457 additional receptors would experience a moderate increase in noise levels. Approximately 26 acres of prairie dog colonies providing prey for the federally protected burrowing owl would be lost. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090309, Volume 1--810 pages and maps, Volume 2--152 pages, Appendices C, D and E--CD-ROM, January 23, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Airports KW - Birds KW - Employment KW - Endangered Species (Animals) KW - Environmental Justice KW - Historic Sites KW - Historic Sites Surveys KW - Minorities KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Urban Development KW - Urban Renewal KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Recreation Facilities KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826538?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. [Part 4 of 5] T2 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. AN - 756826429; 14013-090309_0004 AB - PURPOSE: The construction and operation of 22.8 miles of commuter rail from Denver Union Station to Denver International Airport in Denver, Colorado are proposed. The project crosses portions of Aurora, Adams County, and several Denver neighborhoods. The existing transportation system along what is known as the East Corridor, through which the rail line would run, does not have sufficient transportation capacity to accommodate the increasing travel demand within the Corridor and the region. New connections are needed to provide access to major activity centers within the Corridor, such as downtown Denver, the Stapleton redevelopment area, and the airport. Travel times in the region that would be served by the rail line are currently excessive and will become worse as demand increases. In addition to an inadequate capacity, the Corridor lacks an appropriate diversity of alternate modes of travel. The double-track commuter rail technology to be adopted would provide for electrical multiple-unit trains. The alignment generally follows the Union Pacific Railroad Corridor between Union Station and Airport Boulevard at which point it would proceed along Pena Boulevard to the airport. Hence, the rights-of-way would traverse a combination of railroad, public, and private lands. In addition to stations at the termini, passengers would have access to the rail system via stations at 38th and Blake avenues and Colorado, Central Park, Peoria streets, as well as Airport Boulevard at 40th Avenue. In addition to the proposed action, this final EIS considers a No Action Alternative and a transportation system management alternative. Capital costs of implementing the proposed action are estimated at $1.64 billion in year of expenditure dollars. Annual system operation and maintenance costs are estimated at $17.6 million in 2008 dollars. POSITIVE IMPACTS: The new commuter rail would provide direct service to from downtown Denver to Denver International Airport as well as connections to existing and planned 122-mile regional transit services, expanding the opportunity for transit-oriented development already underway in the region. The Corridor would access established neighborhoods on its west end and emerging residential and commercial areas along the eastern section. The project would create 1,460 constructed-related jobs and 3,360 indirect jobs. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 13 residences. From 47 to 60 businesses would be displaced, resulting in the removal of 740 to 920 jobs from the area. From 30 to 33 of these businesses would be minority-owned enterprises, resulting in disproportionate impacts to the minority population, which would see 460 to 550 jobs moved outside the area or terminated entirely. Of the 33 historic sites that could be affected by the project, three would be incorporated wholly within the rail rights-of-way. Construction noise would be excessive in the vicinity of 624 residences lying within 300 feet of the rail alignment; these households are located in Five Points, Elynia and Swansea, Northeast Park Hill, and Aurora; noise impacts in Elynia and Swansea would disproportionately affect a minority population. Operating noise impacts would exceed federal standards at 229 sensitive receptor sites, and 457 additional receptors would experience a moderate increase in noise levels. Approximately 26 acres of prairie dog colonies providing prey for the federally protected burrowing owl would be lost. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090309, Volume 1--810 pages and maps, Volume 2--152 pages, Appendices C, D and E--CD-ROM, January 23, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Airports KW - Birds KW - Employment KW - Endangered Species (Animals) KW - Environmental Justice KW - Historic Sites KW - Historic Sites Surveys KW - Minorities KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Urban Development KW - Urban Renewal KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Recreation Facilities KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826429?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. [Part 5 of 5] T2 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. AN - 756826416; 14013-090309_0005 AB - PURPOSE: The construction and operation of 22.8 miles of commuter rail from Denver Union Station to Denver International Airport in Denver, Colorado are proposed. The project crosses portions of Aurora, Adams County, and several Denver neighborhoods. The existing transportation system along what is known as the East Corridor, through which the rail line would run, does not have sufficient transportation capacity to accommodate the increasing travel demand within the Corridor and the region. New connections are needed to provide access to major activity centers within the Corridor, such as downtown Denver, the Stapleton redevelopment area, and the airport. Travel times in the region that would be served by the rail line are currently excessive and will become worse as demand increases. In addition to an inadequate capacity, the Corridor lacks an appropriate diversity of alternate modes of travel. The double-track commuter rail technology to be adopted would provide for electrical multiple-unit trains. The alignment generally follows the Union Pacific Railroad Corridor between Union Station and Airport Boulevard at which point it would proceed along Pena Boulevard to the airport. Hence, the rights-of-way would traverse a combination of railroad, public, and private lands. In addition to stations at the termini, passengers would have access to the rail system via stations at 38th and Blake avenues and Colorado, Central Park, Peoria streets, as well as Airport Boulevard at 40th Avenue. In addition to the proposed action, this final EIS considers a No Action Alternative and a transportation system management alternative. Capital costs of implementing the proposed action are estimated at $1.64 billion in year of expenditure dollars. Annual system operation and maintenance costs are estimated at $17.6 million in 2008 dollars. POSITIVE IMPACTS: The new commuter rail would provide direct service to from downtown Denver to Denver International Airport as well as connections to existing and planned 122-mile regional transit services, expanding the opportunity for transit-oriented development already underway in the region. The Corridor would access established neighborhoods on its west end and emerging residential and commercial areas along the eastern section. The project would create 1,460 constructed-related jobs and 3,360 indirect jobs. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 13 residences. From 47 to 60 businesses would be displaced, resulting in the removal of 740 to 920 jobs from the area. From 30 to 33 of these businesses would be minority-owned enterprises, resulting in disproportionate impacts to the minority population, which would see 460 to 550 jobs moved outside the area or terminated entirely. Of the 33 historic sites that could be affected by the project, three would be incorporated wholly within the rail rights-of-way. Construction noise would be excessive in the vicinity of 624 residences lying within 300 feet of the rail alignment; these households are located in Five Points, Elynia and Swansea, Northeast Park Hill, and Aurora; noise impacts in Elynia and Swansea would disproportionately affect a minority population. Operating noise impacts would exceed federal standards at 229 sensitive receptor sites, and 457 additional receptors would experience a moderate increase in noise levels. Approximately 26 acres of prairie dog colonies providing prey for the federally protected burrowing owl would be lost. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090309, Volume 1--810 pages and maps, Volume 2--152 pages, Appendices C, D and E--CD-ROM, January 23, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Airports KW - Birds KW - Employment KW - Endangered Species (Animals) KW - Environmental Justice KW - Historic Sites KW - Historic Sites Surveys KW - Minorities KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Urban Development KW - Urban Renewal KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Recreation Facilities KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826416?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. [Part 1 of 5] T2 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. AN - 756826380; 14013-090309_0001 AB - PURPOSE: The construction and operation of 22.8 miles of commuter rail from Denver Union Station to Denver International Airport in Denver, Colorado are proposed. The project crosses portions of Aurora, Adams County, and several Denver neighborhoods. The existing transportation system along what is known as the East Corridor, through which the rail line would run, does not have sufficient transportation capacity to accommodate the increasing travel demand within the Corridor and the region. New connections are needed to provide access to major activity centers within the Corridor, such as downtown Denver, the Stapleton redevelopment area, and the airport. Travel times in the region that would be served by the rail line are currently excessive and will become worse as demand increases. In addition to an inadequate capacity, the Corridor lacks an appropriate diversity of alternate modes of travel. The double-track commuter rail technology to be adopted would provide for electrical multiple-unit trains. The alignment generally follows the Union Pacific Railroad Corridor between Union Station and Airport Boulevard at which point it would proceed along Pena Boulevard to the airport. Hence, the rights-of-way would traverse a combination of railroad, public, and private lands. In addition to stations at the termini, passengers would have access to the rail system via stations at 38th and Blake avenues and Colorado, Central Park, Peoria streets, as well as Airport Boulevard at 40th Avenue. In addition to the proposed action, this final EIS considers a No Action Alternative and a transportation system management alternative. Capital costs of implementing the proposed action are estimated at $1.64 billion in year of expenditure dollars. Annual system operation and maintenance costs are estimated at $17.6 million in 2008 dollars. POSITIVE IMPACTS: The new commuter rail would provide direct service to from downtown Denver to Denver International Airport as well as connections to existing and planned 122-mile regional transit services, expanding the opportunity for transit-oriented development already underway in the region. The Corridor would access established neighborhoods on its west end and emerging residential and commercial areas along the eastern section. The project would create 1,460 constructed-related jobs and 3,360 indirect jobs. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 13 residences. From 47 to 60 businesses would be displaced, resulting in the removal of 740 to 920 jobs from the area. From 30 to 33 of these businesses would be minority-owned enterprises, resulting in disproportionate impacts to the minority population, which would see 460 to 550 jobs moved outside the area or terminated entirely. Of the 33 historic sites that could be affected by the project, three would be incorporated wholly within the rail rights-of-way. Construction noise would be excessive in the vicinity of 624 residences lying within 300 feet of the rail alignment; these households are located in Five Points, Elynia and Swansea, Northeast Park Hill, and Aurora; noise impacts in Elynia and Swansea would disproportionately affect a minority population. Operating noise impacts would exceed federal standards at 229 sensitive receptor sites, and 457 additional receptors would experience a moderate increase in noise levels. Approximately 26 acres of prairie dog colonies providing prey for the federally protected burrowing owl would be lost. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090309, Volume 1--810 pages and maps, Volume 2--152 pages, Appendices C, D and E--CD-ROM, January 23, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Airports KW - Birds KW - Employment KW - Endangered Species (Animals) KW - Environmental Justice KW - Historic Sites KW - Historic Sites Surveys KW - Minorities KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Urban Development KW - Urban Renewal KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Recreation Facilities KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826380?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. [Part 3 of 5] T2 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. AN - 756826327; 14013-090309_0003 AB - PURPOSE: The construction and operation of 22.8 miles of commuter rail from Denver Union Station to Denver International Airport in Denver, Colorado are proposed. The project crosses portions of Aurora, Adams County, and several Denver neighborhoods. The existing transportation system along what is known as the East Corridor, through which the rail line would run, does not have sufficient transportation capacity to accommodate the increasing travel demand within the Corridor and the region. New connections are needed to provide access to major activity centers within the Corridor, such as downtown Denver, the Stapleton redevelopment area, and the airport. Travel times in the region that would be served by the rail line are currently excessive and will become worse as demand increases. In addition to an inadequate capacity, the Corridor lacks an appropriate diversity of alternate modes of travel. The double-track commuter rail technology to be adopted would provide for electrical multiple-unit trains. The alignment generally follows the Union Pacific Railroad Corridor between Union Station and Airport Boulevard at which point it would proceed along Pena Boulevard to the airport. Hence, the rights-of-way would traverse a combination of railroad, public, and private lands. In addition to stations at the termini, passengers would have access to the rail system via stations at 38th and Blake avenues and Colorado, Central Park, Peoria streets, as well as Airport Boulevard at 40th Avenue. In addition to the proposed action, this final EIS considers a No Action Alternative and a transportation system management alternative. Capital costs of implementing the proposed action are estimated at $1.64 billion in year of expenditure dollars. Annual system operation and maintenance costs are estimated at $17.6 million in 2008 dollars. POSITIVE IMPACTS: The new commuter rail would provide direct service to from downtown Denver to Denver International Airport as well as connections to existing and planned 122-mile regional transit services, expanding the opportunity for transit-oriented development already underway in the region. The Corridor would access established neighborhoods on its west end and emerging residential and commercial areas along the eastern section. The project would create 1,460 constructed-related jobs and 3,360 indirect jobs. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 13 residences. From 47 to 60 businesses would be displaced, resulting in the removal of 740 to 920 jobs from the area. From 30 to 33 of these businesses would be minority-owned enterprises, resulting in disproportionate impacts to the minority population, which would see 460 to 550 jobs moved outside the area or terminated entirely. Of the 33 historic sites that could be affected by the project, three would be incorporated wholly within the rail rights-of-way. Construction noise would be excessive in the vicinity of 624 residences lying within 300 feet of the rail alignment; these households are located in Five Points, Elynia and Swansea, Northeast Park Hill, and Aurora; noise impacts in Elynia and Swansea would disproportionately affect a minority population. Operating noise impacts would exceed federal standards at 229 sensitive receptor sites, and 457 additional receptors would experience a moderate increase in noise levels. Approximately 26 acres of prairie dog colonies providing prey for the federally protected burrowing owl would be lost. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090309, Volume 1--810 pages and maps, Volume 2--152 pages, Appendices C, D and E--CD-ROM, January 23, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Airports KW - Birds KW - Employment KW - Endangered Species (Animals) KW - Environmental Justice KW - Historic Sites KW - Historic Sites Surveys KW - Minorities KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Urban Development KW - Urban Renewal KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Recreation Facilities KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826327?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. [Part 7 of 7] T2 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. AN - 756826054; 13709-090026_0007 AB - PURPOSE: The construction and operation of 22.8 of commuter rail from Denver Union Station to Denver International Airport in Denver, Colorado are proposed. The project crosses portions of Aurora, Adams County, and several Denver neighborhoods. The existing transportation system along what is known as the East Corridor, through which the rail line would run, does not have sufficient transportation capacity to accommodate the increasing travel demand within the Corridor and the region. New connections are needed to provide access to major activity centers within the Corridor, such as downtown Denver, the Stapleton redevelopment area, and the airport. Travel times in the region that would be served by the rail line are currently excessive and will become worse as demand increases. In addition to an inadequate capacity, the Corridor lacks an appropriate diversity of alternate modes of travel. The double-track commuter rail technology to be adopted would provide for electrical multiple-unit trains. The alignment generally follows the Union Pacific Railroad Corridor between Union Station and Airport Boulevard at which point it would -proceed along Pena Boulevard to the airport. Hence, the rights-of-way would traverse a combination of railroad, public, and private lands. In addition to stations at the termini, passengers would have access to the rail system via stations at 38th and Blake avenues and Colorado, Central Park, Peoria streets, as well as Airport Boulevard at 40th Avenue. In addition to the proposed action, this draft EIS considers a No Action Alternative and a transportation system management Alternative. Capital costs of implementing the proposed action are estimated at $1.99 billion. Annual system operation and maintenance costs are estimated at $17.7 million. POSITIVE IMPACTS: The new commuter rail would provide direct service to from downtown Denver to Denver International Airport as well as connections to existing and planned 122-mile regional transit services, expanding the opportunity for transit-oriented development already underway in the region. The Corridor would access established neighborhoods on its west end and emerging residential and commercial areas along the eastern section. The project would create 1,460 constructed-related jobs and 3,360 indirect jobs. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 13 residences. From 47 to 60 businesses would be displaced, resulting in the removal of 740 to 920 jobs from the area. From 30 to 33 of these businesses would be minority-owned enterprises, resulting in disproportionate impacts to the minority population, which would see 460 to 550 jobs moved outside the area or, in many cases, terminated entirely. Of the 33 historic sites that could be affected by the project, three would be incorporated wholly within the rail rights-of-way. Of the 90 parks and other recreational resource sites within the Corridor, only three trails would be affected. Construction noise would be excessive in the vicinity of 624 residences lying within 300 feet of the rail alignment; these households are located in Five Points, Elynia and Swansea, Northeast Park Hill, and Aurora; noise impacts in Elynia and Swansea would disproportionately affect a minority population. Operating noise impacts would exceed federal standards at 229 sensitive receptor sites, and 457 additional receptors would experience a moderate increase in noise levels. Approximately 26 acres of prairie dog colonies providing prey for the federally protected burrowing owl would be lost. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090026, Volume 1--711 pages and maps, Volume 2--167 pages and maps, Volume 3--864 pages, January 23, 2009 PY - 2009 VL - 7 KW - Roads and Railroads KW - Airports KW - Birds KW - Employment KW - Endangered Species (Animals) KW - Environmental Justice KW - Historic Sites KW - Historic Sites Surveys KW - Minorities KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Urban Development KW - Urban Renewal KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Recreation Facilities KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826054?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. [Part 6 of 7] T2 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. AN - 756826039; 13709-090026_0006 AB - PURPOSE: The construction and operation of 22.8 of commuter rail from Denver Union Station to Denver International Airport in Denver, Colorado are proposed. The project crosses portions of Aurora, Adams County, and several Denver neighborhoods. The existing transportation system along what is known as the East Corridor, through which the rail line would run, does not have sufficient transportation capacity to accommodate the increasing travel demand within the Corridor and the region. New connections are needed to provide access to major activity centers within the Corridor, such as downtown Denver, the Stapleton redevelopment area, and the airport. Travel times in the region that would be served by the rail line are currently excessive and will become worse as demand increases. In addition to an inadequate capacity, the Corridor lacks an appropriate diversity of alternate modes of travel. The double-track commuter rail technology to be adopted would provide for electrical multiple-unit trains. The alignment generally follows the Union Pacific Railroad Corridor between Union Station and Airport Boulevard at which point it would -proceed along Pena Boulevard to the airport. Hence, the rights-of-way would traverse a combination of railroad, public, and private lands. In addition to stations at the termini, passengers would have access to the rail system via stations at 38th and Blake avenues and Colorado, Central Park, Peoria streets, as well as Airport Boulevard at 40th Avenue. In addition to the proposed action, this draft EIS considers a No Action Alternative and a transportation system management Alternative. Capital costs of implementing the proposed action are estimated at $1.99 billion. Annual system operation and maintenance costs are estimated at $17.7 million. POSITIVE IMPACTS: The new commuter rail would provide direct service to from downtown Denver to Denver International Airport as well as connections to existing and planned 122-mile regional transit services, expanding the opportunity for transit-oriented development already underway in the region. The Corridor would access established neighborhoods on its west end and emerging residential and commercial areas along the eastern section. The project would create 1,460 constructed-related jobs and 3,360 indirect jobs. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 13 residences. From 47 to 60 businesses would be displaced, resulting in the removal of 740 to 920 jobs from the area. From 30 to 33 of these businesses would be minority-owned enterprises, resulting in disproportionate impacts to the minority population, which would see 460 to 550 jobs moved outside the area or, in many cases, terminated entirely. Of the 33 historic sites that could be affected by the project, three would be incorporated wholly within the rail rights-of-way. Of the 90 parks and other recreational resource sites within the Corridor, only three trails would be affected. Construction noise would be excessive in the vicinity of 624 residences lying within 300 feet of the rail alignment; these households are located in Five Points, Elynia and Swansea, Northeast Park Hill, and Aurora; noise impacts in Elynia and Swansea would disproportionately affect a minority population. Operating noise impacts would exceed federal standards at 229 sensitive receptor sites, and 457 additional receptors would experience a moderate increase in noise levels. Approximately 26 acres of prairie dog colonies providing prey for the federally protected burrowing owl would be lost. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090026, Volume 1--711 pages and maps, Volume 2--167 pages and maps, Volume 3--864 pages, January 23, 2009 PY - 2009 VL - 6 KW - Roads and Railroads KW - Airports KW - Birds KW - Employment KW - Endangered Species (Animals) KW - Environmental Justice KW - Historic Sites KW - Historic Sites Surveys KW - Minorities KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Urban Development KW - Urban Renewal KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Recreation Facilities KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826039?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. [Part 5 of 7] T2 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. AN - 756826022; 13709-090026_0005 AB - PURPOSE: The construction and operation of 22.8 of commuter rail from Denver Union Station to Denver International Airport in Denver, Colorado are proposed. The project crosses portions of Aurora, Adams County, and several Denver neighborhoods. The existing transportation system along what is known as the East Corridor, through which the rail line would run, does not have sufficient transportation capacity to accommodate the increasing travel demand within the Corridor and the region. New connections are needed to provide access to major activity centers within the Corridor, such as downtown Denver, the Stapleton redevelopment area, and the airport. Travel times in the region that would be served by the rail line are currently excessive and will become worse as demand increases. In addition to an inadequate capacity, the Corridor lacks an appropriate diversity of alternate modes of travel. The double-track commuter rail technology to be adopted would provide for electrical multiple-unit trains. The alignment generally follows the Union Pacific Railroad Corridor between Union Station and Airport Boulevard at which point it would -proceed along Pena Boulevard to the airport. Hence, the rights-of-way would traverse a combination of railroad, public, and private lands. In addition to stations at the termini, passengers would have access to the rail system via stations at 38th and Blake avenues and Colorado, Central Park, Peoria streets, as well as Airport Boulevard at 40th Avenue. In addition to the proposed action, this draft EIS considers a No Action Alternative and a transportation system management Alternative. Capital costs of implementing the proposed action are estimated at $1.99 billion. Annual system operation and maintenance costs are estimated at $17.7 million. POSITIVE IMPACTS: The new commuter rail would provide direct service to from downtown Denver to Denver International Airport as well as connections to existing and planned 122-mile regional transit services, expanding the opportunity for transit-oriented development already underway in the region. The Corridor would access established neighborhoods on its west end and emerging residential and commercial areas along the eastern section. The project would create 1,460 constructed-related jobs and 3,360 indirect jobs. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 13 residences. From 47 to 60 businesses would be displaced, resulting in the removal of 740 to 920 jobs from the area. From 30 to 33 of these businesses would be minority-owned enterprises, resulting in disproportionate impacts to the minority population, which would see 460 to 550 jobs moved outside the area or, in many cases, terminated entirely. Of the 33 historic sites that could be affected by the project, three would be incorporated wholly within the rail rights-of-way. Of the 90 parks and other recreational resource sites within the Corridor, only three trails would be affected. Construction noise would be excessive in the vicinity of 624 residences lying within 300 feet of the rail alignment; these households are located in Five Points, Elynia and Swansea, Northeast Park Hill, and Aurora; noise impacts in Elynia and Swansea would disproportionately affect a minority population. Operating noise impacts would exceed federal standards at 229 sensitive receptor sites, and 457 additional receptors would experience a moderate increase in noise levels. Approximately 26 acres of prairie dog colonies providing prey for the federally protected burrowing owl would be lost. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090026, Volume 1--711 pages and maps, Volume 2--167 pages and maps, Volume 3--864 pages, January 23, 2009 PY - 2009 VL - 5 KW - Roads and Railroads KW - Airports KW - Birds KW - Employment KW - Endangered Species (Animals) KW - Environmental Justice KW - Historic Sites KW - Historic Sites Surveys KW - Minorities KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Urban Development KW - Urban Renewal KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Recreation Facilities KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826022?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. [Part 4 of 7] T2 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. AN - 756826006; 13709-090026_0004 AB - PURPOSE: The construction and operation of 22.8 of commuter rail from Denver Union Station to Denver International Airport in Denver, Colorado are proposed. The project crosses portions of Aurora, Adams County, and several Denver neighborhoods. The existing transportation system along what is known as the East Corridor, through which the rail line would run, does not have sufficient transportation capacity to accommodate the increasing travel demand within the Corridor and the region. New connections are needed to provide access to major activity centers within the Corridor, such as downtown Denver, the Stapleton redevelopment area, and the airport. Travel times in the region that would be served by the rail line are currently excessive and will become worse as demand increases. In addition to an inadequate capacity, the Corridor lacks an appropriate diversity of alternate modes of travel. The double-track commuter rail technology to be adopted would provide for electrical multiple-unit trains. The alignment generally follows the Union Pacific Railroad Corridor between Union Station and Airport Boulevard at which point it would -proceed along Pena Boulevard to the airport. Hence, the rights-of-way would traverse a combination of railroad, public, and private lands. In addition to stations at the termini, passengers would have access to the rail system via stations at 38th and Blake avenues and Colorado, Central Park, Peoria streets, as well as Airport Boulevard at 40th Avenue. In addition to the proposed action, this draft EIS considers a No Action Alternative and a transportation system management Alternative. Capital costs of implementing the proposed action are estimated at $1.99 billion. Annual system operation and maintenance costs are estimated at $17.7 million. POSITIVE IMPACTS: The new commuter rail would provide direct service to from downtown Denver to Denver International Airport as well as connections to existing and planned 122-mile regional transit services, expanding the opportunity for transit-oriented development already underway in the region. The Corridor would access established neighborhoods on its west end and emerging residential and commercial areas along the eastern section. The project would create 1,460 constructed-related jobs and 3,360 indirect jobs. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 13 residences. From 47 to 60 businesses would be displaced, resulting in the removal of 740 to 920 jobs from the area. From 30 to 33 of these businesses would be minority-owned enterprises, resulting in disproportionate impacts to the minority population, which would see 460 to 550 jobs moved outside the area or, in many cases, terminated entirely. Of the 33 historic sites that could be affected by the project, three would be incorporated wholly within the rail rights-of-way. Of the 90 parks and other recreational resource sites within the Corridor, only three trails would be affected. Construction noise would be excessive in the vicinity of 624 residences lying within 300 feet of the rail alignment; these households are located in Five Points, Elynia and Swansea, Northeast Park Hill, and Aurora; noise impacts in Elynia and Swansea would disproportionately affect a minority population. Operating noise impacts would exceed federal standards at 229 sensitive receptor sites, and 457 additional receptors would experience a moderate increase in noise levels. Approximately 26 acres of prairie dog colonies providing prey for the federally protected burrowing owl would be lost. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090026, Volume 1--711 pages and maps, Volume 2--167 pages and maps, Volume 3--864 pages, January 23, 2009 PY - 2009 VL - 4 KW - Roads and Railroads KW - Airports KW - Birds KW - Employment KW - Endangered Species (Animals) KW - Environmental Justice KW - Historic Sites KW - Historic Sites Surveys KW - Minorities KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Urban Development KW - Urban Renewal KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Recreation Facilities KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756826006?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. [Part 3 of 7] T2 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. AN - 756825995; 13709-090026_0003 AB - PURPOSE: The construction and operation of 22.8 of commuter rail from Denver Union Station to Denver International Airport in Denver, Colorado are proposed. The project crosses portions of Aurora, Adams County, and several Denver neighborhoods. The existing transportation system along what is known as the East Corridor, through which the rail line would run, does not have sufficient transportation capacity to accommodate the increasing travel demand within the Corridor and the region. New connections are needed to provide access to major activity centers within the Corridor, such as downtown Denver, the Stapleton redevelopment area, and the airport. Travel times in the region that would be served by the rail line are currently excessive and will become worse as demand increases. In addition to an inadequate capacity, the Corridor lacks an appropriate diversity of alternate modes of travel. The double-track commuter rail technology to be adopted would provide for electrical multiple-unit trains. The alignment generally follows the Union Pacific Railroad Corridor between Union Station and Airport Boulevard at which point it would -proceed along Pena Boulevard to the airport. Hence, the rights-of-way would traverse a combination of railroad, public, and private lands. In addition to stations at the termini, passengers would have access to the rail system via stations at 38th and Blake avenues and Colorado, Central Park, Peoria streets, as well as Airport Boulevard at 40th Avenue. In addition to the proposed action, this draft EIS considers a No Action Alternative and a transportation system management Alternative. Capital costs of implementing the proposed action are estimated at $1.99 billion. Annual system operation and maintenance costs are estimated at $17.7 million. POSITIVE IMPACTS: The new commuter rail would provide direct service to from downtown Denver to Denver International Airport as well as connections to existing and planned 122-mile regional transit services, expanding the opportunity for transit-oriented development already underway in the region. The Corridor would access established neighborhoods on its west end and emerging residential and commercial areas along the eastern section. The project would create 1,460 constructed-related jobs and 3,360 indirect jobs. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 13 residences. From 47 to 60 businesses would be displaced, resulting in the removal of 740 to 920 jobs from the area. From 30 to 33 of these businesses would be minority-owned enterprises, resulting in disproportionate impacts to the minority population, which would see 460 to 550 jobs moved outside the area or, in many cases, terminated entirely. Of the 33 historic sites that could be affected by the project, three would be incorporated wholly within the rail rights-of-way. Of the 90 parks and other recreational resource sites within the Corridor, only three trails would be affected. Construction noise would be excessive in the vicinity of 624 residences lying within 300 feet of the rail alignment; these households are located in Five Points, Elynia and Swansea, Northeast Park Hill, and Aurora; noise impacts in Elynia and Swansea would disproportionately affect a minority population. Operating noise impacts would exceed federal standards at 229 sensitive receptor sites, and 457 additional receptors would experience a moderate increase in noise levels. Approximately 26 acres of prairie dog colonies providing prey for the federally protected burrowing owl would be lost. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090026, Volume 1--711 pages and maps, Volume 2--167 pages and maps, Volume 3--864 pages, January 23, 2009 PY - 2009 VL - 3 KW - Roads and Railroads KW - Airports KW - Birds KW - Employment KW - Endangered Species (Animals) KW - Environmental Justice KW - Historic Sites KW - Historic Sites Surveys KW - Minorities KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Urban Development KW - Urban Renewal KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Recreation Facilities KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825995?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. [Part 2 of 7] T2 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. AN - 756824938; 13709-090026_0002 AB - PURPOSE: The construction and operation of 22.8 of commuter rail from Denver Union Station to Denver International Airport in Denver, Colorado are proposed. The project crosses portions of Aurora, Adams County, and several Denver neighborhoods. The existing transportation system along what is known as the East Corridor, through which the rail line would run, does not have sufficient transportation capacity to accommodate the increasing travel demand within the Corridor and the region. New connections are needed to provide access to major activity centers within the Corridor, such as downtown Denver, the Stapleton redevelopment area, and the airport. Travel times in the region that would be served by the rail line are currently excessive and will become worse as demand increases. In addition to an inadequate capacity, the Corridor lacks an appropriate diversity of alternate modes of travel. The double-track commuter rail technology to be adopted would provide for electrical multiple-unit trains. The alignment generally follows the Union Pacific Railroad Corridor between Union Station and Airport Boulevard at which point it would -proceed along Pena Boulevard to the airport. Hence, the rights-of-way would traverse a combination of railroad, public, and private lands. In addition to stations at the termini, passengers would have access to the rail system via stations at 38th and Blake avenues and Colorado, Central Park, Peoria streets, as well as Airport Boulevard at 40th Avenue. In addition to the proposed action, this draft EIS considers a No Action Alternative and a transportation system management Alternative. Capital costs of implementing the proposed action are estimated at $1.99 billion. Annual system operation and maintenance costs are estimated at $17.7 million. POSITIVE IMPACTS: The new commuter rail would provide direct service to from downtown Denver to Denver International Airport as well as connections to existing and planned 122-mile regional transit services, expanding the opportunity for transit-oriented development already underway in the region. The Corridor would access established neighborhoods on its west end and emerging residential and commercial areas along the eastern section. The project would create 1,460 constructed-related jobs and 3,360 indirect jobs. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 13 residences. From 47 to 60 businesses would be displaced, resulting in the removal of 740 to 920 jobs from the area. From 30 to 33 of these businesses would be minority-owned enterprises, resulting in disproportionate impacts to the minority population, which would see 460 to 550 jobs moved outside the area or, in many cases, terminated entirely. Of the 33 historic sites that could be affected by the project, three would be incorporated wholly within the rail rights-of-way. Of the 90 parks and other recreational resource sites within the Corridor, only three trails would be affected. Construction noise would be excessive in the vicinity of 624 residences lying within 300 feet of the rail alignment; these households are located in Five Points, Elynia and Swansea, Northeast Park Hill, and Aurora; noise impacts in Elynia and Swansea would disproportionately affect a minority population. Operating noise impacts would exceed federal standards at 229 sensitive receptor sites, and 457 additional receptors would experience a moderate increase in noise levels. Approximately 26 acres of prairie dog colonies providing prey for the federally protected burrowing owl would be lost. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090026, Volume 1--711 pages and maps, Volume 2--167 pages and maps, Volume 3--864 pages, January 23, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Airports KW - Birds KW - Employment KW - Endangered Species (Animals) KW - Environmental Justice KW - Historic Sites KW - Historic Sites Surveys KW - Minorities KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Urban Development KW - Urban Renewal KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Recreation Facilities KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824938?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. [Part 1 of 7] T2 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. AN - 756824926; 13709-090026_0001 AB - PURPOSE: The construction and operation of 22.8 of commuter rail from Denver Union Station to Denver International Airport in Denver, Colorado are proposed. The project crosses portions of Aurora, Adams County, and several Denver neighborhoods. The existing transportation system along what is known as the East Corridor, through which the rail line would run, does not have sufficient transportation capacity to accommodate the increasing travel demand within the Corridor and the region. New connections are needed to provide access to major activity centers within the Corridor, such as downtown Denver, the Stapleton redevelopment area, and the airport. Travel times in the region that would be served by the rail line are currently excessive and will become worse as demand increases. In addition to an inadequate capacity, the Corridor lacks an appropriate diversity of alternate modes of travel. The double-track commuter rail technology to be adopted would provide for electrical multiple-unit trains. The alignment generally follows the Union Pacific Railroad Corridor between Union Station and Airport Boulevard at which point it would -proceed along Pena Boulevard to the airport. Hence, the rights-of-way would traverse a combination of railroad, public, and private lands. In addition to stations at the termini, passengers would have access to the rail system via stations at 38th and Blake avenues and Colorado, Central Park, Peoria streets, as well as Airport Boulevard at 40th Avenue. In addition to the proposed action, this draft EIS considers a No Action Alternative and a transportation system management Alternative. Capital costs of implementing the proposed action are estimated at $1.99 billion. Annual system operation and maintenance costs are estimated at $17.7 million. POSITIVE IMPACTS: The new commuter rail would provide direct service to from downtown Denver to Denver International Airport as well as connections to existing and planned 122-mile regional transit services, expanding the opportunity for transit-oriented development already underway in the region. The Corridor would access established neighborhoods on its west end and emerging residential and commercial areas along the eastern section. The project would create 1,460 constructed-related jobs and 3,360 indirect jobs. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 13 residences. From 47 to 60 businesses would be displaced, resulting in the removal of 740 to 920 jobs from the area. From 30 to 33 of these businesses would be minority-owned enterprises, resulting in disproportionate impacts to the minority population, which would see 460 to 550 jobs moved outside the area or, in many cases, terminated entirely. Of the 33 historic sites that could be affected by the project, three would be incorporated wholly within the rail rights-of-way. Of the 90 parks and other recreational resource sites within the Corridor, only three trails would be affected. Construction noise would be excessive in the vicinity of 624 residences lying within 300 feet of the rail alignment; these households are located in Five Points, Elynia and Swansea, Northeast Park Hill, and Aurora; noise impacts in Elynia and Swansea would disproportionately affect a minority population. Operating noise impacts would exceed federal standards at 229 sensitive receptor sites, and 457 additional receptors would experience a moderate increase in noise levels. Approximately 26 acres of prairie dog colonies providing prey for the federally protected burrowing owl would be lost. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090026, Volume 1--711 pages and maps, Volume 2--167 pages and maps, Volume 3--864 pages, January 23, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Airports KW - Birds KW - Employment KW - Endangered Species (Animals) KW - Environmental Justice KW - Historic Sites KW - Historic Sites Surveys KW - Minorities KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Urban Development KW - Urban Renewal KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Recreation Facilities KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824926?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST CORRIDOR PROJECT, DENVER AND ADAMS COUNTY, COLORADO. AN - 36349198; 14013 AB - PURPOSE: The construction and operation of 22.8 miles of commuter rail from Denver Union Station to Denver International Airport in Denver, Colorado are proposed. The project crosses portions of Aurora, Adams County, and several Denver neighborhoods. The existing transportation system along what is known as the East Corridor, through which the rail line would run, does not have sufficient transportation capacity to accommodate the increasing travel demand within the Corridor and the region. New connections are needed to provide access to major activity centers within the Corridor, such as downtown Denver, the Stapleton redevelopment area, and the airport. Travel times in the region that would be served by the rail line are currently excessive and will become worse as demand increases. In addition to an inadequate capacity, the Corridor lacks an appropriate diversity of alternate modes of travel. The double-track commuter rail technology to be adopted would provide for electrical multiple-unit trains. The alignment generally follows the Union Pacific Railroad Corridor between Union Station and Airport Boulevard at which point it would proceed along Pena Boulevard to the airport. Hence, the rights-of-way would traverse a combination of railroad, public, and private lands. In addition to stations at the termini, passengers would have access to the rail system via stations at 38th and Blake avenues and Colorado, Central Park, Peoria streets, as well as Airport Boulevard at 40th Avenue. In addition to the proposed action, this final EIS considers a No Action Alternative and a transportation system management alternative. Capital costs of implementing the proposed action are estimated at $1.64 billion in year of expenditure dollars. Annual system operation and maintenance costs are estimated at $17.6 million in 2008 dollars. POSITIVE IMPACTS: The new commuter rail would provide direct service to from downtown Denver to Denver International Airport as well as connections to existing and planned 122-mile regional transit services, expanding the opportunity for transit-oriented development already underway in the region. The Corridor would access established neighborhoods on its west end and emerging residential and commercial areas along the eastern section. The project would create 1,460 constructed-related jobs and 3,360 indirect jobs. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 13 residences. From 47 to 60 businesses would be displaced, resulting in the removal of 740 to 920 jobs from the area. From 30 to 33 of these businesses would be minority-owned enterprises, resulting in disproportionate impacts to the minority population, which would see 460 to 550 jobs moved outside the area or terminated entirely. Of the 33 historic sites that could be affected by the project, three would be incorporated wholly within the rail rights-of-way. Construction noise would be excessive in the vicinity of 624 residences lying within 300 feet of the rail alignment; these households are located in Five Points, Elynia and Swansea, Northeast Park Hill, and Aurora; noise impacts in Elynia and Swansea would disproportionately affect a minority population. Operating noise impacts would exceed federal standards at 229 sensitive receptor sites, and 457 additional receptors would experience a moderate increase in noise levels. Approximately 26 acres of prairie dog colonies providing prey for the federally protected burrowing owl would be lost. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090309, Volume 1--810 pages and maps, Volume 2--152 pages, Appendices C, D and E--CD-ROM, January 23, 2009 PY - 2009 KW - Roads and Railroads KW - Airports KW - Birds KW - Employment KW - Endangered Species (Animals) KW - Environmental Justice KW - Historic Sites KW - Historic Sites Surveys KW - Minorities KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Urban Development KW - Urban Renewal KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Recreation Facilities KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349198?accountid=14244 L2 - http://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=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.title=EAST+CORRIDOR+PROJECT%2C+DENVER+AND+ADAMS+COUNTY%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2010-03-22 N1 - SuppNotes - Final. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2001). AN - 16386935; 13707 AB - PURPOSE: The improvement of the Interstate 70 (I-70) Corridor between Kansas City and St. Louis, Missouri is proposed. The study Corridor is approximately 10 miles wide and 200 miles long. I-70 is a major east-west route, accommodating a significant volume of daily truck, commuter, and through traffic. The facility is a multi-lane, divided and fully access-controlled interstate highway. In the Kansas City area, the logical terminus would be the I-470 interchange (Exit 15). The logical eastern termini would be a system connection to the existing or proposed highway system including, possibly, I-64 (currently US 40 and US 61), Route 370, or I-70 near Lake St. Louis where the existing four- to six-lane transition occurs. Seven Alternative strategies, including a No-Build Alternative (Strategy 1) and a transportation system and demand management strategy (Strategy 2), were considered in the first tier EIS process, which concluded with the publication of a final EIS in October 2001. Three Alternative build strategies are under close consideration. The preferred Alternative (Strategy 3) would involve widening of existing I-70 to three to five lanes in each direction lanes and reconstructing the existing roadway to enhance safety and performance, particularly with respect to improved access management at interchanges. The facility would be relocated in the vicinity of Columbia and in the Warrenton/Wright City/Wentzville area. In rural areas the facility would be widened to the north or south. Special study areas would be established in Overton Bottoms and Mineola Hill. The right-of-way would be expanded to at least 400 feet and to a maximum of 500 feet. The facility would provide six lanes in urban areas and eight to 10 lanes in urban areas. Continuous frontage roads would be provided on both sides. Intersections would be provided at US 65, US 63, US 54, Route H/F at Oak Grove, Route 13 at Higginsville, Route 5 at Boonville, and Route 47 at Warrenton. The currently recommended Alternative, forwarded in this draft supplement to the final EIS would implement a truck-only lane strategy instead of simply widening existing I-70. POSITIVE IMPACTS: The project would increase roadway system capacity in accordance with the projected travel demands to improve general operating conditions within the I-70 Corridor; reduce the number and severity of traffic-related accidents occurring within the Corridor; upgrade the general design of the roadway to improve efficiency; improve the movement of freight along this important commercial roadway; and facilitate movement of motorists to recreational resources along the Corridor. NEGATIVE IMPACTS: In rural areas, the expanded highway would likely increase noise levels significantly and relocation options would introduce noise into currently undisturbed areas; noise levels would exceed federal standards and hundreds of sensitive receptor sites. Rights-of-way development would also displace farmland, wetlands, floodplain, and stream channels and the associate fish and terrestrial wildlife habitat, possibly including habitat for federally protected species. Several existing parklands and other public lands, including wildlife refuges and recreation areas, would be affected by rights-of-way acquisition, and businesses and residences would be displaced, sometimes to such an extent as to significantly affect community cohesion. Cultural resources sites would be disturbed and, in some case, displaced. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs for Tier 1 analysis, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstracts of the draft and final EISs for Tier 2 on a section of I-70 from east of Missouri Route BB interchange (Exit 115) to east of the Missouri Route Z interchange (Exit 133) analysis, see 05-0411D, Volume 29, Number 3 and 06-0144F, Volume 30, Number 1, respectively. JF - EPA number: 090024, 78 pages and maps, January 23, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-01-DS KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16386935?accountid=14244 L2 - http://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=2009-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 23, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 74 QUAD CITIES CORRIDOR STUDY, SCOTT COUNTY, IOWA AND ROCK ISLAND COUNTY, ILLINOIS. [Part 1 of 1] T2 - INTERSTATE 74 QUAD CITIES CORRIDOR STUDY, SCOTT COUNTY, IOWA AND ROCK ISLAND COUNTY, ILLINOIS. AN - 873126843; 13702-9_0001 AB - PURPOSE: The improvement of Interstate 74 (I-74) in Scott County, Iowa and Rock Island County, Illinois is proposed. The study corridor begins at the I-74 interchange with 23rd Avenue in Moline, Illinois and continues north across the Mississippi River to the I-74 interchange with 53rd Street in Davenport, Iowa. The existing facility is characterized by out-of-date geometric configurations and lacks the necessary capacity to accommodate existing and projected future traffic volumes within the corridor at an acceptable level of service. The project would consist of upgrading the existing four-lane interstate by providing mainline capacity improvements and interchange modifications and realigning I-74 across the Mississippi River. This final EIS considers a No Action Alternative and location alternatives for the bridge Alignment, Alternative interchange configurations, and optional lane configurations to increase the mainline capacity. POSITIVE IMPACTS: The project would improve capacity, travel reliability, and safety along I-74 between 23rd Avenue in Moline and 53rd Street in Davenport, providing a facility that would meet local transportation planning goals with respect to the corridor. NEGATIVE IMPACTS: The I-74 corridor improvements would affect an area predominantly characterized by urban development, with small patches of agricultural land fronting the rights-of-way near the northern limit of the project area. Additional rights-of-way would be required only in the central section of the project corridor, extending from 12th Avenue to Lincoln Street, where minor shifts in the Alignment of I-74 and improvements to associated local roadways would be undertaken. No additional rights-of-way would be removed in the South or north sections of the project. Rights-of-way development in the central section would result in displacement of several residences and businesses and at least one church. Any build Alternative could impact buildings eligible or potentially eligible for inclusion in the National Register of Historic Places, including the Iowa-bound I-74 bridge across the Mississippi River. Traffic-generated noise levels would increase significantly, violating federal standards, in the vicinity of 16 sensitive receptors along the South section and 20 receptors along the north section. Construction workers would encounter numerous sites containing hazardous materials. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0212D, Volume 28, Number 2. JF - EPA number: 090019, Final EIS--427 pages and maps, Draft EIS--344 pages and maps, Appendices--171 pages and maps, January 22, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-03-01-F KW - Bridges KW - Farmlands KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Illinois KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126843?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+74+QUAD+CITIES+CORRIDOR+STUDY%2C+SCOTT+COUNTY%2C+IOWA+AND+ROCK+ISLAND+COUNTY%2C+ILLINOIS.&rft.title=INTERSTATE+74+QUAD+CITIES+CORRIDOR+STUDY%2C+SCOTT+COUNTY%2C+IOWA+AND+ROCK+ISLAND+COUNTY%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 74 QUAD CITIES CORRIDOR STUDY, SCOTT COUNTY, IOWA AND ROCK ISLAND COUNTY, ILLINOIS. AN - 16386165; 13702 AB - PURPOSE: The improvement of Interstate 74 (I-74) in Scott County, Iowa and Rock Island County, Illinois is proposed. The study corridor begins at the I-74 interchange with 23rd Avenue in Moline, Illinois and continues north across the Mississippi River to the I-74 interchange with 53rd Street in Davenport, Iowa. The existing facility is characterized by out-of-date geometric configurations and lacks the necessary capacity to accommodate existing and projected future traffic volumes within the corridor at an acceptable level of service. The project would consist of upgrading the existing four-lane interstate by providing mainline capacity improvements and interchange modifications and realigning I-74 across the Mississippi River. This final EIS considers a No Action Alternative and location alternatives for the bridge Alignment, Alternative interchange configurations, and optional lane configurations to increase the mainline capacity. POSITIVE IMPACTS: The project would improve capacity, travel reliability, and safety along I-74 between 23rd Avenue in Moline and 53rd Street in Davenport, providing a facility that would meet local transportation planning goals with respect to the corridor. NEGATIVE IMPACTS: The I-74 corridor improvements would affect an area predominantly characterized by urban development, with small patches of agricultural land fronting the rights-of-way near the northern limit of the project area. Additional rights-of-way would be required only in the central section of the project corridor, extending from 12th Avenue to Lincoln Street, where minor shifts in the Alignment of I-74 and improvements to associated local roadways would be undertaken. No additional rights-of-way would be removed in the South or north sections of the project. Rights-of-way development in the central section would result in displacement of several residences and businesses and at least one church. Any build Alternative could impact buildings eligible or potentially eligible for inclusion in the National Register of Historic Places, including the Iowa-bound I-74 bridge across the Mississippi River. Traffic-generated noise levels would increase significantly, violating federal standards, in the vicinity of 16 sensitive receptors along the South section and 20 receptors along the north section. Construction workers would encounter numerous sites containing hazardous materials. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0212D, Volume 28, Number 2. JF - EPA number: 090019, Final EIS--427 pages and maps, Draft EIS--344 pages and maps, Appendices--171 pages and maps, January 22, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-03-01-F KW - Bridges KW - Farmlands KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Illinois KW - Iowa KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16386165?accountid=14244 L2 - http://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=2009-01-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+74+QUAD+CITIES+CORRIDOR+STUDY%2C+SCOTT+COUNTY%2C+IOWA+AND+ROCK+ISLAND+COUNTY%2C+ILLINOIS.&rft.title=INTERSTATE+74+QUAD+CITIES+CORRIDOR+STUDY%2C+SCOTT+COUNTY%2C+IOWA+AND+ROCK+ISLAND+COUNTY%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 22, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 16 of 16] T2 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 873125680; 13699-6_0016 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 VL - 16 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125680?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 15 of 16] T2 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 873125677; 13699-6_0015 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 VL - 15 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125677?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 14 of 16] T2 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 873125675; 13699-6_0014 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 VL - 14 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125675?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 13 of 16] T2 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 873125672; 13699-6_0013 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 VL - 13 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125672?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 12 of 16] T2 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 873125668; 13699-6_0012 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 VL - 12 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125668?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 3 of 16] T2 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 873125456; 13699-6_0003 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 VL - 3 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125456?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 2 of 16] T2 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 873125454; 13699-6_0002 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 VL - 2 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125454?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 1 of 16] T2 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 873125450; 13699-6_0001 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 VL - 1 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125450?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 11 of 16] T2 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 873125344; 13699-6_0011 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 VL - 11 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125344?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 10 of 16] T2 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 873125338; 13699-6_0010 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 VL - 10 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125338?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 9 of 16] T2 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 873125331; 13699-6_0009 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 VL - 9 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125331?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 8 of 16] T2 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 873125326; 13699-6_0008 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 VL - 8 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125326?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 7 of 16] T2 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 873125320; 13699-6_0007 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 VL - 7 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125320?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 6 of 16] T2 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 873125316; 13699-6_0006 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 VL - 6 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125316?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 5 of 16] T2 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 873125313; 13699-6_0005 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 VL - 5 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125313?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 4 of 16] T2 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 873125307; 13699-6_0004 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 VL - 4 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125307?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. AN - 16371204; 13699 AB - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airport's in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. In addition to the proposed action, this final EIS considers a No Action Alternative. Cost of the proposed action is estimated at $16.1 million. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing stormwater runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. 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 05-0282D, Volume 29, Number 3. JF - EPA number: 090016, Executive Summary--23 pages, Final EIS--401 pages and maps, Map Supplement, CD-ROM, January 16, 2009 PY - 2009 KW - Air Transportation KW - Air Quality KW - Aircraft Noise KW - Airports KW - Easements KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Floodplains KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Safety KW - Terminal Facilities KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16371204?accountid=14244 L2 - http://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=2009-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.title=NEW+BEDFORD+AIRPORT+IMPROVEMENTS+PROJECT%2C+NEW+BEDFORD%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 16, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106), HILLSBORO ROAD NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 2 of 2] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106), HILLSBORO ROAD NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 756825196; 13698-090015_0002 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around west side of the city of Franklin in Williamson County, Tennessee is proposed. The seven- to 10-mile project would extend from US 31 (State Route 6, Columbia Avenue) South of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. The facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new Alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mark Thatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative were considered in the draft EIS of November 2004. An August 2005 draft supplement to the draft EIS addressed an additional build alternative. All six build alternatives are considered in this final EIS. The selected alternative Alignment would extend 7.5 miles, which was the alternative added in the draft supplement, has been forwarded as the selected alternative in this final EIS. POSITIVE IMPACTS: Regardless of the build alternative considered, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new power line and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative considered, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public transportation use. More specifically, the project would displace one or two businesses and up to 19 residential properties and 210 to 280 acres of farmland. The highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and draft supplemental EISs, see 05-0398D, Volume 29, Number 3 and 06-0124F, Volume 30, Number 1, respectively. JF - EPA number: 090015, 277 pages, January 15, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-F KW - Air Quality KW - Air Quality Assessments KW - Farmlands KW - Highways KW - Historic Sites Surveys KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825196?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%29%2C+HILLSBORO+ROAD+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%29%2C+HILLSBORO+ROAD+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 15, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106), HILLSBORO ROAD NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 1 of 2] T2 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106), HILLSBORO ROAD NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 756824755; 13698-090015_0001 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around west side of the city of Franklin in Williamson County, Tennessee is proposed. The seven- to 10-mile project would extend from US 31 (State Route 6, Columbia Avenue) South of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. The facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new Alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mark Thatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative were considered in the draft EIS of November 2004. An August 2005 draft supplement to the draft EIS addressed an additional build alternative. All six build alternatives are considered in this final EIS. The selected alternative Alignment would extend 7.5 miles, which was the alternative added in the draft supplement, has been forwarded as the selected alternative in this final EIS. POSITIVE IMPACTS: Regardless of the build alternative considered, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new power line and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative considered, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public transportation use. More specifically, the project would displace one or two businesses and up to 19 residential properties and 210 to 280 acres of farmland. The highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and draft supplemental EISs, see 05-0398D, Volume 29, Number 3 and 06-0124F, Volume 30, Number 1, respectively. JF - EPA number: 090015, 277 pages, January 15, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-F KW - Air Quality KW - Air Quality Assessments KW - Farmlands KW - Highways KW - Historic Sites Surveys KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824755?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%29%2C+HILLSBORO+ROAD+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%29%2C+HILLSBORO+ROAD+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 15, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106), HILLSBORO ROAD NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. AN - 16386892; 13698 AB - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around west side of the city of Franklin in Williamson County, Tennessee is proposed. The seven- to 10-mile project would extend from US 31 (State Route 6, Columbia Avenue) South of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. The facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new Alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mark Thatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative were considered in the draft EIS of November 2004. An August 2005 draft supplement to the draft EIS addressed an additional build alternative. All six build alternatives are considered in this final EIS. The selected alternative Alignment would extend 7.5 miles, which was the alternative added in the draft supplement, has been forwarded as the selected alternative in this final EIS. POSITIVE IMPACTS: Regardless of the build alternative considered, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new power line and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative considered, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public transportation use. More specifically, the project would displace one or two businesses and up to 19 residential properties and 210 to 280 acres of farmland. The highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and draft supplemental EISs, see 05-0398D, Volume 29, Number 3 and 06-0124F, Volume 30, Number 1, respectively. JF - EPA number: 090015, 277 pages, January 15, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-04-01-F KW - Air Quality KW - Air Quality Assessments KW - Farmlands KW - Highways KW - Historic Sites Surveys KW - Noise Standards Violations KW - Open Space KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Tennessee Valley Authority Act of 1933, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16386892?accountid=14244 L2 - http://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=2009-01-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%29%2C+HILLSBORO+ROAD+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%29%2C+HILLSBORO+ROAD+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 15, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 26/89/189/191 SOUTH OF JACKSON, TETON COUNTY, WYOMING. AN - 16375287; 13691 AB - PURPOSE: The improvement of a 7.2-mile stretch of US 26/89/189/191 South of Jackson in Teton County, Wyoming is proposed. The project would extend from between mile posts 148.6 at the north end and 141.4 at the South end. The Snake River parallels the right-of-way through much of the southern portion of the study corridor. This section of highway constitutes a critical link within the region used by commuters from Pinedale and Bondurant and Alpine to access jobs and consumer outlets in Jackson. The highway is also heavily used by commercial vehicles as well as winter and summer tourist travelers. Varying widths of roadway along the corridor currently result in bottlenecks, exacerbating congestion and increasing risk of accidents. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The five-lane rural build alternative would provide for four 12-foot through lanes with one continuous 12-foot left-turn lane; the roadway would be flanked by eight-foot shoulders. The combination alternative would provide for a three-lane rural cross-section from MP 141.4 to MP 142.0 and a four-lane undivided cross-section from MP 142.0 to MP 142.5. The longest segment of this alternative, from MP 142.5 to MP 148.6 would consist of a five-lane rural highway. Both alternatives would require the replacement of a bridge crossing the Snake River floodplain. Both alternatives would also include a design element for construction of a separate pedestrian and bicycle pathway. Two pathway operations are considered. Under the first option, the pathway would parallel the highway on the west side. Under the second option, the pathway would follow the same Alignment from the northern study corridor terminus to Henry's Road South of Game Creek, where it would continue along Henry's Road to the point at which the road intersects with the highway near Horse Creek, at which point it would again share the same Alignment as that of the first option. The typical pathway for each of the options would be 10 feet wide, but the pathway could be narrowed to eight feet in certain locations to minimize impacts to sensitive natural resources. POSITIVE IMPACTS: Widening the highway and maintaining a similar roadway width throughout the corridor would enhance system continuity, allowing decreased travel time and increasing safety. Anticipated residential and commercial growth in the Jackson area would be supported. NEGATIVE IMPACTS: Development of 15.8 to 17.3 acres of new rights-of-way would displace 1.9 acres of farmland and, under the five-lane rural alternative, would affect two Teton County Scenic Preserve Trust tracts. Impervious surface would be increased from 31.4 acres to either 68.8 acres or 71.4 acres. Vegetation losses would include 59.3 to 63.2 acres of Mountain Big Sage Brush, 41.7 acres of riparian forest, and 1.6 acres of Douglas fir. The Game Creek archaeological site would be impacted. Either alternative would impact 13 wetlands, displacing 0.94 acres permanently. Bride piers could be placed within the 100-year floodplain and channel of the Snake River. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 090008, 387 pages, CD-ROM, January 14, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-WY-EIS-EIS-08-01-D KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Scenic Areas KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Wyoming KW - National Historic Preservation Act of 1966, Archaeological Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16375287?accountid=14244 L2 - http://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=2009-01-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+26%2F89%2F189%2F191+SOUTH+OF+JACKSON%2C+TETON+COUNTY%2C+WYOMING.&rft.title=US+26%2F89%2F189%2F191+SOUTH+OF+JACKSON%2C+TETON+COUNTY%2C+WYOMING.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: January 14, 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - New York State Experience and Directions T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41813172; 5039065 JF - 88th Annual Meeting of the Transpotations Research Board AU - Brinkman, Michael Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, New York KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41813172?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=New+York+State+Experience+and+Directions&rft.au=Brinkman%2C+Michael&rft.aulast=Brinkman&rft.aufirst=Michael&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - The 2008 Transportation Design Challenge for Connecticut High School and Middle School Students T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41812588; 5037081 JF - 88th Annual Meeting of the Transpotations Research Board AU - Moffett, James Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Connecticut KW - Transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41812588?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=The+2008+Transportation+Design+Challenge+for+Connecticut+High+School+and+Middle+School+Students&rft.au=Moffett%2C+James&rft.aulast=Moffett&rft.aufirst=James&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Do Market-Concentrated Airports Propagate More Delays than Less Concentrated Ones? T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41811949; 5037494 JF - 88th Annual Meeting of the Transpotations Research Board AU - Diana, Tony Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Airports KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41811949?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Do+Market-Concentrated+Airports+Propagate+More+Delays+than+Less+Concentrated+Ones%3F&rft.au=Diana%2C+Tony&rft.aulast=Diana&rft.aufirst=Tony&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Planning Capacity Models by Lane for Two- and Three-Lane Roundabouts Using Simulation T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41809664; 5039431 JF - 88th Annual Meeting of the Transpotations Research Board AU - Bared, Joe AU - Afshar, Abbas Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Simulation KW - Models KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41809664?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Planning+Capacity+Models+by+Lane+for+Two-+and+Three-Lane+Roundabouts+Using+Simulation&rft.au=Bared%2C+Joe%3BAfshar%2C+Abbas&rft.aulast=Bared&rft.aufirst=Joe&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Early Performance of Pervious Concrete T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41809547; 5039403 JF - 88th Annual Meeting of the Transpotations Research Board AU - Rohne, Ryan AU - Izevbekhai, Bernard Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Concrete KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41809547?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Early+Performance+of+Pervious+Concrete&rft.au=Rohne%2C+Ryan%3BIzevbekhai%2C+Bernard&rft.aulast=Rohne&rft.aufirst=Ryan&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Changing Racial and Ethnic Mix T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41808736; 5037651 JF - 88th Annual Meeting of the Transpotations Research Board AU - Contrino, Heather Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41808736?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Changing+Racial+and+Ethnic+Mix&rft.au=Contrino%2C+Heather&rft.aulast=Contrino&rft.aufirst=Heather&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Valuation of NextGen Capacity Benefits T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41808215; 5036313 JF - 88th Annual Meeting of the Transpotations Research Board AU - Wells, Michael AU - Post, Joseph Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41808215?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Valuation+of+NextGen+Capacity+Benefits&rft.au=Wells%2C+Michael%3BPost%2C+Joseph&rft.aulast=Wells&rft.aufirst=Michael&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Warm-Mix Asphalt Projects and Performance at FHWA Mobile Asphalt Testing Laboratory T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41808110; 5036283 JF - 88th Annual Meeting of the Transpotations Research Board AU - Corrigan, Matthew Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Asphalt KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41808110?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Warm-Mix+Asphalt+Projects+and+Performance+at+FHWA+Mobile+Asphalt+Testing+Laboratory&rft.au=Corrigan%2C+Matthew&rft.aulast=Corrigan&rft.aufirst=Matthew&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Understanding the Real Impacts of Congestion Pricing on Traffic Operations T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41804120; 5036678 JF - 88th Annual Meeting of the Transpotations Research Board AU - Halkias, John AU - Berman, Wayne Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Pricing KW - Traffic KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41804120?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Understanding+the+Real+Impacts+of+Congestion+Pricing+on+Traffic+Operations&rft.au=Halkias%2C+John%3BBerman%2C+Wayne&rft.aulast=Halkias&rft.aufirst=John&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Practical Use of Multiple Stress Creep Recovery Test: Characterization of Styrene-Butadiene-Styrene Dispersion and Other Additives in PMA Binders T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41803878; 5038207 JF - 88th Annual Meeting of the Transpotations Research Board AU - D'Angelo, John AU - Dongre, Raj Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Creep KW - Additives KW - Stress KW - Phorbol esters KW - Dispersion KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41803878?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Practical+Use+of+Multiple+Stress+Creep+Recovery+Test%3A+Characterization+of+Styrene-Butadiene-Styrene+Dispersion+and+Other+Additives+in+PMA+Binders&rft.au=D%27Angelo%2C+John%3BDongre%2C+Raj&rft.aulast=D%27Angelo&rft.aufirst=John&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Documenting Climate Change Considerations in the National Environmental Policy Act Process for Transportation Projects in Colorado and Utah T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41803343; 5038125 JF - 88th Annual Meeting of the Transpotations Research Board AU - Houk, Jeff Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Colorado KW - USA, Utah KW - Climatic changes KW - Transportation KW - National Environmental Policy Act KW - Environmental policy KW - Policies KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41803343?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Documenting+Climate+Change+Considerations+in+the+National+Environmental+Policy+Act+Process+for+Transportation+Projects+in+Colorado+and+Utah&rft.au=Houk%2C+Jeff&rft.aulast=Houk&rft.aufirst=Jeff&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - SB 375: California's Response to Climate Change T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41803323; 5038624 JF - 88th Annual Meeting of the Transpotations Research Board AU - Iwasaki, Randell Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, California KW - Climatic changes KW - Temperature effects KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41803323?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=SB+375%3A+California%27s+Response+to+Climate+Change&rft.au=Iwasaki%2C+Randell&rft.aulast=Iwasaki&rft.aufirst=Randell&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Bayesian Analysis of Underreporting Poisson Regression Model with an Application to Traffic Crashes on Two-Lane Highways T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41803073; 5038569 JF - 88th Annual Meeting of the Transpotations Research Board AU - Ma, Jianming Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Traffic KW - Highways KW - Regression analysis KW - Mathematical models KW - Bayesian analysis KW - Probability theory KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41803073?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Bayesian+Analysis+of+Underreporting+Poisson+Regression+Model+with+an+Application+to+Traffic+Crashes+on+Two-Lane+Highways&rft.au=Ma%2C+Jianming&rft.aulast=Ma&rft.aufirst=Jianming&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Climate Change and Transportation: A Federal View T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41803018; 5038141 JF - 88th Annual Meeting of the Transpotations Research Board AU - Marchese, April Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Climatic changes KW - Transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41803018?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Climate+Change+and+Transportation%3A+A+Federal+View&rft.au=Marchese%2C+April&rft.aulast=Marchese&rft.aufirst=April&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Searchable Database for Archaeological Reports: Delaware Department of Transportation Model T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41802844; 5036958 JF - 88th Annual Meeting of the Transpotations Research Board AU - Clarke, David AU - Cunningham, Kevin Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Delaware KW - Transportation KW - Databases KW - Models KW - Archaeology KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41802844?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Searchable+Database+for+Archaeological+Reports%3A+Delaware+Department+of+Transportation+Model&rft.au=Clarke%2C+David%3BCunningham%2C+Kevin&rft.aulast=Clarke&rft.aufirst=David&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Performance of Bridges During May 12, 2008, Sichuan Earthquake T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41802827; 5037977 JF - 88th Annual Meeting of the Transpotations Research Board AU - Yen, Wen-huei Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Earthquakes KW - Bridges KW - Seismic activity KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41802827?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Performance+of+Bridges+During+May+12%2C+2008%2C+Sichuan+Earthquake&rft.au=Yen%2C+Wen-huei&rft.aulast=Yen&rft.aufirst=Wen-huei&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Caltrans Cultural Resources Database and Geographic Information System Application: Managing Sensitive Resources in the State Right-of-Way T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41802795; 5036957 JF - 88th Annual Meeting of the Transpotations Research Board AU - Montero, Carie Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Remote sensing KW - Geographic information systems KW - Cultural resources KW - Databases KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41802795?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Caltrans+Cultural+Resources+Database+and+Geographic+Information+System+Application%3A+Managing+Sensitive+Resources+in+the+State+Right-of-Way&rft.au=Montero%2C+Carie&rft.aulast=Montero&rft.aufirst=Carie&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Delay Propagation and Multiplier T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41802453; 5037493 JF - 88th Annual Meeting of the Transpotations Research Board AU - Kondo, Akira Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41802453?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Delay+Propagation+and+Multiplier&rft.au=Kondo%2C+Akira&rft.aulast=Kondo&rft.aufirst=Akira&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Mapping and Digital Terrain Models for Project Design T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41802030; 5037489 JF - 88th Annual Meeting of the Transpotations Research Board AU - Clabaugh, Curtis Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Mapping KW - Models KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41802030?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Mapping+and+Digital+Terrain+Models+for+Project+Design&rft.au=Clabaugh%2C+Curtis&rft.aulast=Clabaugh&rft.aufirst=Curtis&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Meaningful Public Outreach and Involvement in K. K. Kottala, Kurnool District, Andhra Pradesh, India T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41801273; 5037861 JF - 88th Annual Meeting of the Transpotations Research Board AU - Cunningham, Kevin Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - India, Andhra Pradesh KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41801273?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Meaningful+Public+Outreach+and+Involvement+in+K.+K.+Kottala%2C+Kurnool+District%2C+Andhra+Pradesh%2C+India&rft.au=Cunningham%2C+Kevin&rft.aulast=Cunningham&rft.aufirst=Kevin&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Caltrans Response to Climate Change T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41801211; 5038139 JF - 88th Annual Meeting of the Transpotations Research Board AU - Iwasaki, Randell Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Climatic changes KW - Temperature effects KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41801211?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Caltrans+Response+to+Climate+Change&rft.au=Iwasaki%2C+Randell&rft.aulast=Iwasaki&rft.aufirst=Randell&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Vacation and Recreational Travel: National Perspective Based on National Household Travel Survey T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41799934; 5036501 JF - 88th Annual Meeting of the Transpotations Research Board AU - Contrino, Heather Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Travel KW - Households KW - Recreation areas KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41799934?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Vacation+and+Recreational+Travel%3A+National+Perspective+Based+on+National+Household+Travel+Survey&rft.au=Contrino%2C+Heather&rft.aulast=Contrino&rft.aufirst=Heather&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Maritime Administration Data Programs T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41799829; 5036482 JF - 88th Annual Meeting of the Transpotations Research Board AU - Effa, Louis Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Data processing KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41799829?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Maritime+Administration+Data+Programs&rft.au=Effa%2C+Louis&rft.aulast=Effa&rft.aufirst=Louis&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Congestion Pricing and Parking Policies for New York T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41799047; 5036379 JF - 88th Annual Meeting of the Transpotations Research Board AU - Hall, Dalila Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, New York KW - Pricing KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41799047?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Congestion+Pricing+and+Parking+Policies+for+New+York&rft.au=Hall%2C+Dalila&rft.aulast=Hall&rft.aufirst=Dalila&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Requirements in Manual on Uniform Traffic Control Devices for Pedestrians in Work Zones T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41797873; 5038046 JF - 88th Annual Meeting of the Transpotations Research Board AU - Kalla, Hari Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Traffic safety KW - Pedestrians KW - Traffic KW - Manuals KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41797873?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Requirements+in+Manual+on+Uniform+Traffic+Control+Devices+for+Pedestrians+in+Work+Zones&rft.au=Kalla%2C+Hari&rft.aulast=Kalla&rft.aufirst=Hari&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Policy Options for Improving Maintenance T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41797759; 5038015 JF - 88th Annual Meeting of the Transpotations Research Board AU - Tuccillo, Robert AU - Gates, Keith Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Policies KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41797759?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Policy+Options+for+Improving+Maintenance&rft.au=Tuccillo%2C+Robert%3BGates%2C+Keith&rft.aulast=Tuccillo&rft.aufirst=Robert&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Maryland's Transportation Plan T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41795853; 5036952 JF - 88th Annual Meeting of the Transpotations Research Board AU - Spalding, Ronald AU - Giering, Scott Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Maryland KW - Transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41795853?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Maryland%27s+Transportation+Plan&rft.au=Spalding%2C+Ronald%3BGiering%2C+Scott&rft.aulast=Spalding&rft.aufirst=Ronald&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Semiautomated Faulting Measurement Approach for Rigid Pavements Using High-Speed Inertial Profiler Data T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41795584; 5037478 JF - 88th Annual Meeting of the Transpotations Research Board AU - Nazef, Abdenour AU - Mraz, Alexander AU - Iyer, Shivprakash AU - Choubane, Bouzid Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Profilers KW - Data processing KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41795584?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Semiautomated+Faulting+Measurement+Approach+for+Rigid+Pavements+Using+High-Speed+Inertial+Profiler+Data&rft.au=Nazef%2C+Abdenour%3BMraz%2C+Alexander%3BIyer%2C+Shivprakash%3BChoubane%2C+Bouzid&rft.aulast=Nazef&rft.aufirst=Abdenour&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Testing, Expectations, and Best Practices for Machine Control T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41795538; 5037492 JF - 88th Annual Meeting of the Transpotations Research Board AU - Akin, Kevin Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Best practices KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41795538?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Testing%2C+Expectations%2C+and+Best+Practices+for+Machine+Control&rft.au=Akin%2C+Kevin&rft.aulast=Akin&rft.aufirst=Kevin&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - National Traffic Safety Index T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41795465; 5037443 JF - 88th Annual Meeting of the Transpotations Research Board AU - Kweon, Young-Jun AU - Kim, Kwang Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Traffic safety KW - Traffic KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41795465?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=National+Traffic+Safety+Index&rft.au=Kweon%2C+Young-Jun%3BKim%2C+Kwang&rft.aulast=Kweon&rft.aufirst=Young-Jun&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Recent Uses of Road Safety Audits (RSAs) in Highway Safety Improvement Programs and Strategic Highway Safety Plans T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41795418; 5037440 JF - 88th Annual Meeting of the Transpotations Research Board AU - Dewar, John AU - Crowe, Becky AU - Raynault, Eloisa Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Highways KW - Traffic safety KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41795418?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Recent+Uses+of+Road+Safety+Audits+%28RSAs%29+in+Highway+Safety+Improvement+Programs+and+Strategic+Highway+Safety+Plans&rft.au=Dewar%2C+John%3BCrowe%2C+Becky%3BRaynault%2C+Eloisa&rft.aulast=Dewar&rft.aufirst=John&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Switch Position Monitoring for Unsignaled Territory T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41794996; 5037937 JF - 88th Annual Meeting of the Transpotations Research Board AU - Tse, Terry Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Territory KW - Home range KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41794996?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Switch+Position+Monitoring+for+Unsignaled+Territory&rft.au=Tse%2C+Terry&rft.aulast=Tse&rft.aufirst=Terry&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - MnDot Freeway Operations and I-394 High-Occupancy-Toll Lanes T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41794765; 5036772 JF - 88th Annual Meeting of the Transpotations Research Board AU - Thompson, Nick Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41794765?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=MnDot+Freeway+Operations+and+I-394+High-Occupancy-Toll+Lanes&rft.au=Thompson%2C+Nick&rft.aulast=Thompson&rft.aufirst=Nick&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - I-394 MnPASS Phase II Planning Study: Linking Land Use, Transit, Telecommuting, and Congestion Pricing T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41794479; 5036699 JF - 88th Annual Meeting of the Transpotations Research Board AU - Buckeye, Kenneth AU - Munnich, Lee Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Pricing KW - Land use KW - Resource management KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41794479?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=I-394+MnPASS+Phase+II+Planning+Study%3A+Linking+Land+Use%2C+Transit%2C+Telecommuting%2C+and+Congestion+Pricing&rft.au=Buckeye%2C+Kenneth%3BMunnich%2C+Lee&rft.aulast=Buckeye&rft.aufirst=Kenneth&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Replacement of I-35W Bridge in Minneapolis T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41794463; 5039005 JF - 88th Annual Meeting of the Transpotations Research Board AU - Hietpas, Jay Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Minnesota, Minneapolis KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41794463?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Replacement+of+I-35W+Bridge+in+Minneapolis&rft.au=Hietpas%2C+Jay&rft.aulast=Hietpas&rft.aufirst=Jay&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Safety Data: Reaction from a State Department of Transportation CEO T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41794027; 5037257 JF - 88th Annual Meeting of the Transpotations Research Board AU - Martinovich, Susan Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Transportation KW - Data processing KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41794027?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Safety+Data%3A+Reaction+from+a+State+Department+of+Transportation+CEO&rft.au=Martinovich%2C+Susan&rft.aulast=Martinovich&rft.aufirst=Susan&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Return on Investment of Safety Data from a State Perspective T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41793769; 5037255 JF - 88th Annual Meeting of the Transpotations Research Board AU - Kononov, Jake Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Data processing KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41793769?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Return+on+Investment+of+Safety+Data+from+a+State+Perspective&rft.au=Kononov%2C+Jake&rft.aulast=Kononov&rft.aufirst=Jake&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Performance of Polymer-Modified Asphalt Mixture with Reclaimed Asphalt Pavement T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41793520; 5037188 JF - 88th Annual Meeting of the Transpotations Research Board AU - Kim, Sungho AU - Sholar, Gregory AU - Byron, Thomas AU - Kim, Jaeseung Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Asphalt KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41793520?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Performance+of+Polymer-Modified+Asphalt+Mixture+with+Reclaimed+Asphalt+Pavement&rft.au=Kim%2C+Sungho%3BSholar%2C+Gregory%3BByron%2C+Thomas%3BKim%2C+Jaeseung&rft.aulast=Kim&rft.aufirst=Sungho&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Overview and Policy Issues to Aid Older Road Users T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41793423; 5037178 JF - 88th Annual Meeting of the Transpotations Research Board AU - Hutton, Pamela Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Reviews KW - Policies KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41793423?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Overview+and+Policy+Issues+to+Aid+Older+Road+Users&rft.au=Hutton%2C+Pamela&rft.aulast=Hutton&rft.aufirst=Pamela&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Visualization of Geotechnical Data T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41793212; 5037912 JF - 88th Annual Meeting of the Transpotations Research Board AU - Badger, Thomas Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Data processing KW - Geotechnical data KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41793212?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Visualization+of+Geotechnical+Data&rft.au=Badger%2C+Thomas&rft.aulast=Badger&rft.aufirst=Thomas&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - State Perspective on Pavements and the Environment T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41793054; 5039462 JF - 88th Annual Meeting of the Transpotations Research Board AU - Albright, R Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41793054?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=State+Perspective+on+Pavements+and+the+Environment&rft.au=Albright%2C+R&rft.aulast=Albright&rft.aufirst=R&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Using Technology to Increase Seat Belt Use T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41793031; 5038538 JF - 88th Annual Meeting of the Transpotations Research Board AU - Compton, Richard Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Seat belts KW - Motor vehicles KW - Protective equipment KW - Technology KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41793031?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Using+Technology+to+Increase+Seat+Belt+Use&rft.au=Compton%2C+Richard&rft.aulast=Compton&rft.aufirst=Richard&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - The Ranch House Comes of Age: Wisconsin's Approach to Surveying the Recent Past T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41792992; 5037870 JF - 88th Annual Meeting of the Transpotations Research Board AU - Newbery, Robert Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Wisconsin KW - Surveying KW - Ranching KW - Residential areas KW - Housing KW - Age KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41792992?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=The+Ranch+House+Comes+of+Age%3A+Wisconsin%27s+Approach+to+Surveying+the+Recent+Past&rft.au=Newbery%2C+Robert&rft.aulast=Newbery&rft.aufirst=Robert&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Missouri Bridge Program T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41792697; 5038454 JF - 88th Annual Meeting of the Transpotations Research Board AU - Rahn, Pete Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Missouri KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41792697?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Missouri+Bridge+Program&rft.au=Rahn%2C+Pete&rft.aulast=Rahn&rft.aufirst=Pete&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Use of Phosphoric Acid as a Modifier for Hot-Mix Asphalt T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41791358; 5038209 JF - 88th Annual Meeting of the Transpotations Research Board AU - Arnold, Terence AU - Needham, Susan AU - Youtcheff, John Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Asphalt KW - Phosphoric acid KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41791358?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Use+of+Phosphoric+Acid+as+a+Modifier+for+Hot-Mix+Asphalt&rft.au=Arnold%2C+Terence%3BNeedham%2C+Susan%3BYoutcheff%2C+John&rft.aulast=Arnold&rft.aufirst=Terence&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Impact on Highway Safety T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41790703; 5037987 JF - 88th Annual Meeting of the Transpotations Research Board AU - Ucles, Jose Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Highways KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41790703?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Impact+on+Highway+Safety&rft.au=Ucles%2C+Jose&rft.aulast=Ucles&rft.aufirst=Jose&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - State DOT Perspective T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41789965; 5039043 JF - 88th Annual Meeting of the Transpotations Research Board AU - Hanley, Kevin Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41789965?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=State+DOT+Perspective&rft.au=Hanley%2C+Kevin&rft.aulast=Hanley&rft.aufirst=Kevin&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - VDOT Transportation Management Center and ITS Program T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41789873; 5039014 JF - 88th Annual Meeting of the Transpotations Research Board AU - Sheehan, Robert Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41789873?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=VDOT+Transportation+Management+Center+and+ITS+Program&rft.au=Sheehan%2C+Robert&rft.aulast=Sheehan&rft.aufirst=Robert&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Historic and Archaeological Preservation in Transportation Committee T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41789714; 5037869 JF - 88th Annual Meeting of the Transpotations Research Board AU - Opperman, Antony Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Committees KW - Historical account KW - Transportation KW - Preservation KW - Archaeology KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41789714?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Historic+and+Archaeological+Preservation+in+Transportation+Committee&rft.au=Opperman%2C+Antony&rft.aulast=Opperman&rft.aufirst=Antony&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Critical Look at State Department of Transportation Reciprocity Agreements: Impediments, Progress, and Opportunities T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41789550; 5036888 JF - 88th Annual Meeting of the Transpotations Research Board AU - Ashby, Robert Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41789550?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Critical+Look+at+State+Department+of+Transportation+Reciprocity+Agreements%3A+Impediments%2C+Progress%2C+and+Opportunities&rft.au=Ashby%2C+Robert&rft.aulast=Ashby&rft.aufirst=Robert&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - New England Transportation Consortium: Model for Management of Multistate Cooperative Research Program T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41789075; 5037122 JF - 88th Annual Meeting of the Transpotations Research Board AU - Oliveira, Dionysia AU - Sime, James AU - McCarthy, Gerald Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, New England KW - Transportation KW - Cooperatives KW - Research programs KW - Models KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41789075?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=New+England+Transportation+Consortium%3A+Model+for+Management+of+Multistate+Cooperative+Research+Program&rft.au=Oliveira%2C+Dionysia%3BSime%2C+James%3BMcCarthy%2C+Gerald&rft.aulast=Oliveira&rft.aufirst=Dionysia&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Unique and Innovative Information Sharing Initiatives in Pennsylvania T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41788891; 5036713 JF - 88th Annual Meeting of the Transpotations Research Board AU - Fields, Bonnie Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Pennsylvania KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41788891?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Unique+and+Innovative+Information+Sharing+Initiatives+in+Pennsylvania&rft.au=Fields%2C+Bonnie&rft.aulast=Fields&rft.aufirst=Bonnie&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - NCDOT's Practice and Experience with Design-Build Contract: Geotechnical Perspective T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41788837; 5036418 JF - 88th Annual Meeting of the Transpotations Research Board AU - Kim, Kyung AU - Kreider, Christopher AU - Valiquette, Michael Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Contracts KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41788837?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=NCDOT%27s+Practice+and+Experience+with+Design-Build+Contract%3A+Geotechnical+Perspective&rft.au=Kim%2C+Kyung%3BKreider%2C+Christopher%3BValiquette%2C+Michael&rft.aulast=Kim&rft.aufirst=Kyung&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Charlotte, North Carolina, Regional Fast Lanes Study T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41788804; 5036686 JF - 88th Annual Meeting of the Transpotations Research Board AU - Gibbs, Timothy Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, North Carolina KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41788804?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Charlotte%2C+North+Carolina%2C+Regional+Fast+Lanes+Study&rft.au=Gibbs%2C+Timothy&rft.aulast=Gibbs&rft.aufirst=Timothy&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - How will we do it? -- Managing and Shepherding Strategic Engineering T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41788630; 5037164 JF - 88th Annual Meeting of the Transpotations Research Board AU - Wainaina, Njoroge Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41788630?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=How+will+we+do+it%3F+--+Managing+and+Shepherding+Strategic+Engineering&rft.au=Wainaina%2C+Njoroge&rft.aulast=Wainaina&rft.aufirst=Njoroge&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Navajo Indian Reservation Roads Inventory System T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41788346; 5038709 JF - 88th Annual Meeting of the Transpotations Research Board AU - Platero, Tom Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Inventories KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41788346?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Navajo+Indian+Reservation+Roads+Inventory+System&rft.au=Platero%2C+Tom&rft.aulast=Platero&rft.aufirst=Tom&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Effective Usage of Harmful Events Data in Transportation Safety Management T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41788129; 5037438 JF - 88th Annual Meeting of the Transpotations Research Board AU - Kar, Kohinoor AU - Khasnabis, Snehamay Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Transportation KW - Data processing KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41788129?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Effective+Usage+of+Harmful+Events+Data+in+Transportation+Safety+Management&rft.au=Kar%2C+Kohinoor%3BKhasnabis%2C+Snehamay&rft.aulast=Kar&rft.aufirst=Kohinoor&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - PennDOT's Smart Transportation Implementation Initiative T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41788066; 5036798 JF - 88th Annual Meeting of the Transpotations Research Board AU - Hogg, Richard Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41788066?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=PennDOT%27s+Smart+Transportation+Implementation+Initiative&rft.au=Hogg%2C+Richard&rft.aulast=Hogg&rft.aufirst=Richard&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Non-Tolling Pricing Primer T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41788050; 5038638 JF - 88th Annual Meeting of the Transpotations Research Board AU - Greenberg, Allen Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Pricing KW - Primers KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41788050?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Non-Tolling+Pricing+Primer&rft.au=Greenberg%2C+Allen&rft.aulast=Greenberg&rft.aufirst=Allen&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - How to Get LTPP Data T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41787988; 5036780 JF - 88th Annual Meeting of the Transpotations Research Board AU - Jiang, Yan Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Data processing KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41787988?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=How+to+Get+LTPP+Data&rft.au=Jiang%2C+Yan&rft.aulast=Jiang&rft.aufirst=Yan&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Legal Implications T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41787854; 5039010 JF - 88th Annual Meeting of the Transpotations Research Board AU - Gowan, Brelend Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Legal aspects KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41787854?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Legal+Implications&rft.au=Gowan%2C+Brelend&rft.aulast=Gowan&rft.aufirst=Brelend&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Lessons Learned from Joint and Crack Sealant Evaluations in National Transportation Product Evaluation Program T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41787659; 5038528 JF - 88th Annual Meeting of the Transpotations Research Board AU - McGraw, James Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Transportation KW - Joints KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41787659?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Lessons+Learned+from+Joint+and+Crack+Sealant+Evaluations+in+National+Transportation+Product+Evaluation+Program&rft.au=McGraw%2C+James&rft.aulast=McGraw&rft.aufirst=James&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - NEESR Aftershock - How a Pre-NEES Project Led to Fault Rupture Studies of a Two-Span Bridge Model at UNR NEES Facility T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41787500; 5038514 JF - 88th Annual Meeting of the Transpotations Research Board AU - Hidalgo, Susan Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Rupture KW - Models KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41787500?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=NEESR+Aftershock+-+How+a+Pre-NEES+Project+Led+to+Fault+Rupture+Studies+of+a+Two-Span+Bridge+Model+at+UNR+NEES+Facility&rft.au=Hidalgo%2C+Susan&rft.aulast=Hidalgo&rft.aufirst=Susan&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - World Class Streets: Remaking New York City's Public Realm T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41786830; 5037265 JF - 88th Annual Meeting of the Transpotations Research Board AU - Wiley-Schwartz, Andy Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, New York, New York City KW - Urban areas KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41786830?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=World+Class+Streets%3A+Remaking+New+York+City%27s+Public+Realm&rft.au=Wiley-Schwartz%2C+Andy&rft.aulast=Wiley-Schwartz&rft.aufirst=Andy&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Review of Mechanically Stabilized Earth Wall Performance Issues T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41786698; 5037730 JF - 88th Annual Meeting of the Transpotations Research Board AU - Alzamora, Daniel AU - Anderson, Scott Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Reviews KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41786698?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Review+of+Mechanically+Stabilized+Earth+Wall+Performance+Issues&rft.au=Alzamora%2C+Daniel%3BAnderson%2C+Scott&rft.aulast=Alzamora&rft.aufirst=Daniel&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Asset Management Needs T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41786327; 5036819 JF - 88th Annual Meeting of the Transpotations Research Board AU - Bridges, Michael Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41786327?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Asset+Management+Needs&rft.au=Bridges%2C+Michael&rft.aulast=Bridges&rft.aufirst=Michael&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Meeting the Customer's Needs: Why We Decided to Go to ABC T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41785427; 5039046 JF - 88th Annual Meeting of the Transpotations Research Board AU - Njord, John AU - Braceras, Carlos Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41785427?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Meeting+the+Customer%27s+Needs%3A+Why+We+Decided+to+Go+to+ABC&rft.au=Njord%2C+John%3BBraceras%2C+Carlos&rft.aulast=Njord&rft.aufirst=John&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Driver Responses at Different Information Loads on Urban Freeways T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41785400; 5038913 JF - 88th Annual Meeting of the Transpotations Research Board AU - Tsyganov, Alexei AU - Machemehl, Randy Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41785400?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Driver+Responses+at+Different+Information+Loads+on+Urban+Freeways&rft.au=Tsyganov%2C+Alexei%3BMachemehl%2C+Randy&rft.aulast=Tsyganov&rft.aufirst=Alexei&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Software Development T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41785314; 5039013 JF - 88th Annual Meeting of the Transpotations Research Board AU - Krammes, Raymond Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Computer programs KW - Software KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41785314?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Software+Development&rft.au=Krammes%2C+Raymond&rft.aulast=Krammes&rft.aufirst=Raymond&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Application of Joint Shear Research to Retrofit of Dumbarton Bridge in California T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41784584; 5039343 JF - 88th Annual Meeting of the Transpotations Research Board AU - Alameddine, Fadel Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, California KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41784584?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Application+of+Joint+Shear+Research+to+Retrofit+of+Dumbarton+Bridge+in+California&rft.au=Alameddine%2C+Fadel&rft.aulast=Alameddine&rft.aufirst=Fadel&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Case Study Application of Draft Highway Safety Manual Urban and Suburban Arterial Highway Methodology - E4 T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41784536; 5036543 JF - 88th Annual Meeting of the Transpotations Research Board AU - Ranck, Fred AU - Amparano, Gene Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Highways KW - Case studies KW - Manuals KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41784536?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Case+Study+Application+of+Draft+Highway+Safety+Manual+Urban+and+Suburban+Arterial+Highway+Methodology+-+E4&rft.au=Ranck%2C+Fred%3BAmparano%2C+Gene&rft.aulast=Ranck&rft.aufirst=Fred&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Introduction to MySQL/MOVES Demonstration T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41784496; 5036540 JF - 88th Annual Meeting of the Transpotations Research Board AU - Houk, Jeff Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41784496?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Introduction+to+MySQL%2FMOVES+Demonstration&rft.au=Houk%2C+Jeff&rft.aulast=Houk&rft.aufirst=Jeff&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Research Initiatives T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41784387; 5038499 JF - 88th Annual Meeting of the Transpotations Research Board AU - Schmitt, Rolf Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41784387?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Research+Initiatives&rft.au=Schmitt%2C+Rolf&rft.aulast=Schmitt&rft.aufirst=Rolf&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - California Initiatives and Objectives to Improve Data on Goods Movement Impacts on Air Quality T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41784346; 5038498 JF - 88th Annual Meeting of the Transpotations Research Board AU - Albright, R Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, California KW - Air quality KW - Data processing KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41784346?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=California+Initiatives+and+Objectives+to+Improve+Data+on+Goods+Movement+Impacts+on+Air+Quality&rft.au=Albright%2C+R&rft.aulast=Albright&rft.aufirst=R&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - True Cost of Bridge Aesthetics in Today's Standardized Department of Transportation Environment T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41784256; 5036462 JF - 88th Annual Meeting of the Transpotations Research Board AU - Van Landuyt, Dean Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Standards KW - Transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41784256?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=True+Cost+of+Bridge+Aesthetics+in+Today%27s+Standardized+Department+of+Transportation+Environment&rft.au=Van+Landuyt%2C+Dean&rft.aulast=Van+Landuyt&rft.aufirst=Dean&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - State Transportation Agencies' Implementation of Strategy to Maintain Work-Zone Mobility and Safety T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41783926; 5038372 JF - 88th Annual Meeting of the Transpotations Research Board AU - Wiegand, Jonathan AU - Maze, Thomas Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Transportation KW - Mobility KW - Governments KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41783926?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=State+Transportation+Agencies%27+Implementation+of+Strategy+to+Maintain+Work-Zone+Mobility+and+Safety&rft.au=Wiegand%2C+Jonathan%3BMaze%2C+Thomas&rft.aulast=Wiegand&rft.aufirst=Jonathan&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - The T-LINK Calculator: Connecting Stakeholders to New Funding Options, Expenditures, and Performance Levels in Kansas T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41783493; 5039185 JF - 88th Annual Meeting of the Transpotations Research Board AU - Lorenz, Julie AU - Schneweis, Kyle Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Kansas KW - Stakeholders KW - Financing KW - Calculators KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41783493?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=The+T-LINK+Calculator%3A+Connecting+Stakeholders+to+New+Funding+Options%2C+Expenditures%2C+and+Performance+Levels+in+Kansas&rft.au=Lorenz%2C+Julie%3BSchneweis%2C+Kyle&rft.aulast=Lorenz&rft.aufirst=Julie&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Pulic-Private Partnerships: Lessons from VDOT Experience T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41783273; 5036889 JF - 88th Annual Meeting of the Transpotations Research Board AU - Hope, Shay AU - Martin, Leslie Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41783273?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Pulic-Private+Partnerships%3A+Lessons+from+VDOT+Experience&rft.au=Hope%2C+Shay%3BMartin%2C+Leslie&rft.aulast=Hope&rft.aufirst=Shay&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Inspection, Operation, and Rehabilitation Strategies for PennDOT Tunnels T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41782860; 5036111 JF - 88th Annual Meeting of the Transpotations Research Board AU - Ruzzi, Louis AU - Zang, Jason Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Inspection KW - Tunnels KW - Rehabilitation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41782860?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Inspection%2C+Operation%2C+and+Rehabilitation+Strategies+for+PennDOT+Tunnels&rft.au=Ruzzi%2C+Louis%3BZang%2C+Jason&rft.aulast=Ruzzi&rft.aufirst=Louis&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Traditional Cultural Properties: Challenges in Indirect and Cumulative Effects Analysis T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41782809; 5038809 JF - 88th Annual Meeting of the Transpotations Research Board AU - Stoermer, Stephanie Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Culture KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41782809?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:dissertation&rft.genre=unknown&rft.jtitle=&rft.atitle=&rft.au=Zeas%2C+Joanne&rft.aulast=Zeas&rft.aufirst=Joanne&rft.date=2013-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9781303140167&rft.btitle=&rft.title=Teaching+Developmental+English%3A+Perceptions+and+Motivations+of+One+Adjunct+Faculty+Group&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Florida Department of Transportation Public Involvement Training Course T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41782661; 5037876 JF - 88th Annual Meeting of the Transpotations Research Board AU - Ennemoser, Rusty Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Florida KW - Public involvement KW - Training KW - Transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41782661?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Florida+Department+of+Transportation+Public+Involvement+Training+Course&rft.au=Ennemoser%2C+Rusty&rft.aulast=Ennemoser&rft.aufirst=Rusty&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Federal Role in Transit's Response to Climate Change T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41782527; 5037675 JF - 88th Annual Meeting of the Transpotations Research Board AU - Tuccillo, Robert Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Climatic changes KW - Temperature effects KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41782527?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Federal+Role+in+Transit%27s+Response+to+Climate+Change&rft.au=Tuccillo%2C+Robert&rft.aulast=Tuccillo&rft.aufirst=Robert&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - FHWA and DOT Climate Change Policies T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41782369; 5036503 JF - 88th Annual Meeting of the Transpotations Research Board AU - Myers, Janet Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Climatic changes KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41782369?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=FHWA+and+DOT+Climate+Change+Policies&rft.au=Myers%2C+Janet&rft.aulast=Myers&rft.aufirst=Janet&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Demographic Needs for Transportation Planning for the National Park Service in the Northeast T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41782341; 5036500 JF - 88th Annual Meeting of the Transpotations Research Board AU - Suder, Steve Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Demography KW - Transportation KW - National parks KW - National planning KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41782341?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Demographic+Needs+for+Transportation+Planning+for+the+National+Park+Service+in+the+Northeast&rft.au=Suder%2C+Steve&rft.aulast=Suder&rft.aufirst=Steve&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - From Research Project Procurement to Published Research Project T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41782131; 5036403 JF - 88th Annual Meeting of the Transpotations Research Board AU - Alexander, Adam AU - Srinivasan, Nanda AU - Hagedorn, Hau AU - Biswas, Mrinmay Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41782131?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=From+Research+Project+Procurement+to+Published+Research+Project&rft.au=Alexander%2C+Adam%3BSrinivasan%2C+Nanda%3BHagedorn%2C+Hau%3BBiswas%2C+Mrinmay&rft.aulast=Alexander&rft.aufirst=Adam&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Performance of Pavement Aggregate Base Courses in North Carolina T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41782034; 5036551 JF - 88th Annual Meeting of the Transpotations Research Board AU - Corley-Lay, Judith AU - Mastin, Jeffery Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, North Carolina KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41782034?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Performance+of+Pavement+Aggregate+Base+Courses+in+North+Carolina&rft.au=Corley-Lay%2C+Judith%3BMastin%2C+Jeffery&rft.aulast=Corley-Lay&rft.aufirst=Judith&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Thermoplastic Inlay Pavement Markings: Field Performance and Effect on Hot-Mix Asphalt T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41781991; 5038743 JF - 88th Annual Meeting of the Transpotations Research Board AU - Johnson, Eddie AU - Izevbekhai, Bernard AU - Olson, Roger Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Asphalt KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41781991?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Thermoplastic+Inlay+Pavement+Markings%3A+Field+Performance+and+Effect+on+Hot-Mix+Asphalt&rft.au=Johnson%2C+Eddie%3BIzevbekhai%2C+Bernard%3BOlson%2C+Roger&rft.aulast=Johnson&rft.aufirst=Eddie&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Survey of State Department of Transportation Experience with Disparity Studies T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41781817; 5037191 JF - 88th Annual Meeting of the Transpotations Research Board AU - Carter, Michele Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41781817?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Survey+of+State+Department+of+Transportation+Experience+with+Disparity+Studies&rft.au=Carter%2C+Michele&rft.aulast=Carter&rft.aufirst=Michele&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Environmental Justice GIS Screening Tool and Desk Guide T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41781748; 5038667 JF - 88th Annual Meeting of the Transpotations Research Board AU - Kirby, Lori AU - Herron, Suzanne Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Geographic information systems KW - Environmental equity KW - Screening KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41781748?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Environmental+Justice+GIS+Screening+Tool+and+Desk+Guide&rft.au=Kirby%2C+Lori%3BHerron%2C+Suzanne&rft.aulast=Kirby&rft.aufirst=Lori&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Calibration and Implementation of Flexible Pavement Portion of Mechanistic-Empirical Pavement Design Guide for Washington State Department of Transportation T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41781662; 5038605 JF - 88th Annual Meeting of the Transpotations Research Board AU - Li, Jianhua AU - Pierce, Linda AU - Uhlmeyer, Jeffrey Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Washington KW - Transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41781662?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Calibration+and+Implementation+of+Flexible+Pavement+Portion+of+Mechanistic-Empirical+Pavement+Design+Guide+for+Washington+State+Department+of+Transportation&rft.au=Li%2C+Jianhua%3BPierce%2C+Linda%3BUhlmeyer%2C+Jeffrey&rft.aulast=Li&rft.aufirst=Jianhua&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - State Freight Data Initiatives: Examples from California T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41781594; 5036294 JF - 88th Annual Meeting of the Transpotations Research Board AU - Albright, R AU - MacIvor, Doug Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, California KW - Data processing KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41781594?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=State+Freight+Data+Initiatives%3A+Examples+from+California&rft.au=Albright%2C+R%3BMacIvor%2C+Doug&rft.aulast=Albright&rft.aufirst=R&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Implementation at Local or Regional Level T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41781462; 5036253 JF - 88th Annual Meeting of the Transpotations Research Board AU - Wagner, Christopher Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41781462?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Implementation+at+Local+or+Regional+Level&rft.au=Wagner%2C+Christopher&rft.aulast=Wagner&rft.aufirst=Christopher&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Historic Properties and Transportation Vibration: Overview of Potentially Affected Resources and Select Virginia Cases T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41781287; 5036195 JF - 88th Annual Meeting of the Transpotations Research Board AU - Opperman, Antony Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Virginia KW - Vibration KW - Historical account KW - Transportation KW - Reviews KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41781287?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Historic+Properties+and+Transportation+Vibration%3A+Overview+of+Potentially+Affected+Resources+and+Select+Virginia+Cases&rft.au=Opperman%2C+Antony&rft.aulast=Opperman&rft.aufirst=Antony&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Long-Term Bridge Performance Program: Why a 20-Year Research Program and What Do We Expect to Achieve? T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41781215; 5039426 JF - 88th Annual Meeting of the Transpotations Research Board AU - Ghasemi, Hamid Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Research programs KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41781215?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Long-Term+Bridge+Performance+Program%3A+Why+a+20-Year+Research+Program+and+What+Do+We+Expect+to+Achieve%3F&rft.au=Ghasemi%2C+Hamid&rft.aulast=Ghasemi&rft.aufirst=Hamid&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Trends in Vehicle Miles Traveled: What Is Happening? T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41781134; 5038467 JF - 88th Annual Meeting of the Transpotations Research Board AU - Jessberger, Steven Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41781134?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Trends+in+Vehicle+Miles+Traveled%3A+What+Is+Happening%3F&rft.au=Jessberger%2C+Steven&rft.aulast=Jessberger&rft.aufirst=Steven&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - New Evidence of Loss of Vehicular Throughput on SR-91 Toll-Free Lanes T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41780508; 5036692 JF - 88th Annual Meeting of the Transpotations Research Board AU - DeCorla-Souza, Patrick AU - Halkias, John Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41780508?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=New+Evidence+of+Loss+of+Vehicular+Throughput+on+SR-91+Toll-Free+Lanes&rft.au=DeCorla-Souza%2C+Patrick%3BHalkias%2C+John&rft.aulast=DeCorla-Souza&rft.aufirst=Patrick&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Utilizing Technology to Measure Commercial Vehicle Crossing Time and Delay T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41780128; 5039050 JF - 88th Annual Meeting of the Transpotations Research Board AU - Jones, Crystal Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Technology KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41780128?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Utilizing+Technology+to+Measure+Commercial+Vehicle+Crossing+Time+and+Delay&rft.au=Jones%2C+Crystal&rft.aulast=Jones&rft.aufirst=Crystal&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Transportation Funding Partnerships and Innovation T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41779962; 5039091 JF - 88th Annual Meeting of the Transpotations Research Board AU - Nadeau, Gregory Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Innovations KW - Transportation KW - Financing KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41779962?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Transportation+Funding+Partnerships+and+Innovation&rft.au=Nadeau%2C+Gregory&rft.aulast=Nadeau&rft.aufirst=Gregory&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - NHTSA Perspectives: Current Issues and Research T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41779604; 5038751 JF - 88th Annual Meeting of the Transpotations Research Board AU - Starnes, Marc AU - Cosgrove, Linda Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41779604?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=NHTSA+Perspectives%3A+Current+Issues+and+Research&rft.au=Starnes%2C+Marc%3BCosgrove%2C+Linda&rft.aulast=Starnes&rft.aufirst=Marc&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Impacts of Congestion Pricing on Low-Income Groups: A Primer T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41779224; 5038654 JF - 88th Annual Meeting of the Transpotations Research Board AU - Jacobs, Angela Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Pricing KW - Socio-economic aspects KW - Primers KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41779224?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Impacts+of+Congestion+Pricing+on+Low-Income+Groups%3A+A+Primer&rft.au=Jacobs%2C+Angela&rft.aulast=Jacobs&rft.aufirst=Angela&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Environmental Impacts of Congestion Pricing: Synthesis T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41779172; 5038652 JF - 88th Annual Meeting of the Transpotations Research Board AU - Larson, Kreig Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Pricing KW - Environmental impact KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41779172?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Environmental+Impacts+of+Congestion+Pricing%3A+Synthesis&rft.au=Larson%2C+Kreig&rft.aulast=Larson&rft.aufirst=Kreig&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - The State DOT Perspective T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41777743; 5036439 JF - 88th Annual Meeting of the Transpotations Research Board AU - Njord, John Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41777743?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=The+State+DOT+Perspective&rft.au=Njord%2C+John&rft.aulast=Njord&rft.aufirst=John&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Next-Generation Air Transportation System: Collaborative Air Traffic Management T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41777380; 5038790 JF - 88th Annual Meeting of the Transpotations Research Board AU - Liang, Diana Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Air traffic control KW - Transportation KW - Traffic management KW - Air transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41777380?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Next-Generation+Air+Transportation+System%3A+Collaborative+Air+Traffic+Management&rft.au=Liang%2C+Diana&rft.aulast=Liang&rft.aufirst=Diana&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Managing Contamination Risks for Public-Private Partnership Design-Build Projects T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41776725; 5039201 JF - 88th Annual Meeting of the Transpotations Research Board AU - Wallingford, Edward Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Contamination KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41776725?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Managing+Contamination+Risks+for+Public-Private+Partnership+Design-Build+Projects&rft.au=Wallingford%2C+Edward&rft.aulast=Wallingford&rft.aufirst=Edward&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Iowa's 2008 Flood Experience T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41775212; 5036408 JF - 88th Annual Meeting of the Transpotations Research Board AU - Younie, Robert Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Iowa KW - Floods KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41775212?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Iowa%27s+2008+Flood+Experience&rft.au=Younie%2C+Robert&rft.aulast=Younie&rft.aufirst=Robert&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Kansas Department of Transportation T-LINK Calculator T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41775120; 5036373 JF - 88th Annual Meeting of the Transpotations Research Board AU - Schneweis, Kyle AU - Wendel, Alex Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Kansas KW - Transportation KW - Calculators KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41775120?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Kansas+Department+of+Transportation+T-LINK+Calculator&rft.au=Schneweis%2C+Kyle%3BWendel%2C+Alex&rft.aulast=Schneweis&rft.aufirst=Kyle&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Defining Shocks and Their Influence on the Air Transportation Industry T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41775012; 5036129 JF - 88th Annual Meeting of the Transpotations Research Board AU - Bhadra, Dipasis Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Transportation KW - Shock KW - Air transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41775012?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Defining+Shocks+and+Their+Influence+on+the+Air+Transportation+Industry&rft.au=Bhadra%2C+Dipasis&rft.aulast=Bhadra&rft.aufirst=Dipasis&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Comparison of Before/After versus Off/On Adaptive Traffic Control Evaluations: Park City Case Study T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41774364; 5038579 JF - 88th Annual Meeting of the Transpotations Research Board AU - Kergaye, Cameron AU - Stevanovic, Aleksandar AU - Martin, Peter Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Case studies KW - Traffic safety KW - Urban areas KW - Traffic KW - Parks KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41774364?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Comparison+of+Before%2FAfter+versus+Off%2FOn+Adaptive+Traffic+Control+Evaluations%3A+Park+City+Case+Study&rft.au=Kergaye%2C+Cameron%3BStevanovic%2C+Aleksandar%3BMartin%2C+Peter&rft.aulast=Kergaye&rft.aufirst=Cameron&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - State Department of Transportation Perspective T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41773987; 5038461 JF - 88th Annual Meeting of the Transpotations Research Board AU - Mortel, Susan Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41773987?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=State+Department+of+Transportation+Perspective&rft.au=Mortel%2C+Susan&rft.aulast=Mortel&rft.aufirst=Susan&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Role and Responsibilities of Federal Aviation Administration During Pandemic Event T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41771871; 5037633 JF - 88th Annual Meeting of the Transpotations Research Board AU - Valero, Laura Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Responsibility KW - Pandemics KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41771871?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Role+and+Responsibilities+of+Federal+Aviation+Administration+During+Pandemic+Event&rft.au=Valero%2C+Laura&rft.aulast=Valero&rft.aufirst=Laura&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Perspectives from the Federal Railroad Administration T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41771741; 5037592 JF - 88th Annual Meeting of the Transpotations Research Board AU - Pritchard, Edward AU - El-Sibaie, Magdy Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Railroads KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41771741?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Perspectives+from+the+Federal+Railroad+Administration&rft.au=Pritchard%2C+Edward%3BEl-Sibaie%2C+Magdy&rft.aulast=Pritchard&rft.aufirst=Edward&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - FMCSA SSDQ Map Improves State Data Reporting and Model Predicts Nonfatal Crashes for States Reporting to MCMIS T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41771649; 5037569 JF - 88th Annual Meeting of the Transpotations Research Board AU - Benkowski, Betsy Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Data processing KW - Models KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41771649?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=FMCSA+SSDQ+Map+Improves+State+Data+Reporting+and+Model+Predicts+Nonfatal+Crashes+for+States+Reporting+to+MCMIS&rft.au=Benkowski%2C+Betsy&rft.aulast=Benkowski&rft.aufirst=Betsy&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Advanced Measures for Statewide Display T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41770965; 5036189 JF - 88th Annual Meeting of the Transpotations Research Board AU - Trepanier, Ted Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41770965?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Advanced+Measures+for+Statewide+Display&rft.au=Trepanier%2C+Ted&rft.aulast=Trepanier&rft.aufirst=Ted&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Using the Internet to Promote Defensive Driving Tips for Commercial Motor Vehicle Drivers T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41770912; 5037568 JF - 88th Annual Meeting of the Transpotations Research Board AU - Walker, Martin Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Internet KW - Motor vehicles KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41770912?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Using+the+Internet+to+Promote+Defensive+Driving+Tips+for+Commercial+Motor+Vehicle+Drivers&rft.au=Walker%2C+Martin&rft.aulast=Walker&rft.aufirst=Martin&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - The "Official" VMT Estimate T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41770874; 5037551 JF - 88th Annual Meeting of the Transpotations Research Board AU - Tang, Tianjia Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41770874?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=The+%22Official%22+VMT+Estimate&rft.au=Tang%2C+Tianjia&rft.aulast=Tang&rft.aufirst=Tianjia&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Traditional Approaches to Highway Technology Transfer: Open Source Models Versus Licensing and Top-Down Approaches T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41770794; 5036158 JF - 88th Annual Meeting of the Transpotations Research Board AU - Halkias, John Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Licensing KW - Technology transfer KW - Highways KW - Models KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41770794?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Traditional+Approaches+to+Highway+Technology+Transfer%3A+Open+Source+Models+Versus+Licensing+and+Top-Down+Approaches&rft.au=Halkias%2C+John&rft.aulast=Halkias&rft.aufirst=John&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Highway Safety Information System T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41770671; 5036329 JF - 88th Annual Meeting of the Transpotations Research Board AU - Tan, Carol Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Information systems KW - Highways KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41770671?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Highway+Safety+Information+System&rft.au=Tan%2C+Carol&rft.aulast=Tan&rft.aufirst=Carol&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Evaluating Chicago's Sustainable Infrastructure T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41769976; 5037668 JF - 88th Annual Meeting of the Transpotations Research Board AU - Attarian, Janet Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Illinois, Chicago KW - Sustainable development KW - Infrastructure KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41769976?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Evaluating+Chicago%27s+Sustainable+Infrastructure&rft.au=Attarian%2C+Janet&rft.aulast=Attarian&rft.aufirst=Janet&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Year-of-Expenditure Programming: Rationale, Context, and Expectations T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41769933; 5037658 JF - 88th Annual Meeting of the Transpotations Research Board AU - Goodman, Charles Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Planning KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41769933?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Year-of-Expenditure+Programming%3A+Rationale%2C+Context%2C+and+Expectations&rft.au=Goodman%2C+Charles&rft.aulast=Goodman&rft.aufirst=Charles&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Government Perspective T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41764332; 5037969 JF - 88th Annual Meeting of the Transpotations Research Board AU - Burleson, Carl Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41764332?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Government+Perspective&rft.au=Burleson%2C+Carl&rft.aulast=Burleson&rft.aufirst=Carl&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Bridge Testing and Decision Making in Florida T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41764274; 5036137 JF - 88th Annual Meeting of the Transpotations Research Board AU - Ansley, Marcus Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Florida KW - Decision making KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41764274?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Bridge+Testing+and+Decision+Making+in+Florida&rft.au=Ansley%2C+Marcus&rft.aulast=Ansley&rft.aufirst=Marcus&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - AASHTO T-20 Committee on Tunnels: Update T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41762570; 5036288 JF - 88th Annual Meeting of the Transpotations Research Board AU - Thompson, Kevin Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Committees KW - Tunnels KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41762570?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=AASHTO+T-20+Committee+on+Tunnels%3A+Update&rft.au=Thompson%2C+Kevin&rft.aulast=Thompson&rft.aufirst=Kevin&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Planning and Implementation of Effective Maintenance Practices: Key to Longer Service Life T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41762479; 5036262 JF - 88th Annual Meeting of the Transpotations Research Board AU - Napier, Claude Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Service life KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41762479?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Planning+and+Implementation+of+Effective+Maintenance+Practices%3A+Key+to+Longer+Service+Life&rft.au=Napier%2C+Claude&rft.aulast=Napier&rft.aufirst=Claude&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Application of Vibration Measurements in Predicting Impacts to Buried Archaeological Site from Pile Driving for a Bridge Foundation T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41762207; 5036199 JF - 88th Annual Meeting of the Transpotations Research Board AU - Tanksley, A Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Vibration KW - Archaeological sites KW - Foundations KW - Pile driving KW - Archaeology KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41762207?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Application+of+Vibration+Measurements+in+Predicting+Impacts+to+Buried+Archaeological+Site+from+Pile+Driving+for+a+Bridge+Foundation&rft.au=Tanksley%2C+A&rft.aulast=Tanksley&rft.aufirst=A&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - The Mobility Corporation Applied to California T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41762079; 5036181 JF - 88th Annual Meeting of the Transpotations Research Board AU - Kempton, Will Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, California KW - Mobility KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41762079?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=The+Mobility+Corporation+Applied+to+California&rft.au=Kempton%2C+Will&rft.aulast=Kempton&rft.aufirst=Will&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Modeling Greenhouse Gas Emissions Starting with Small "GreenSTEP"s T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41762016; 5036154 JF - 88th Annual Meeting of the Transpotations Research Board AU - Gregor, Brian Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Greenhouse gases KW - Emissions KW - Climatic changes KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41762016?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Modeling+Greenhouse+Gas+Emissions+Starting+with+Small+%22GreenSTEP%22s&rft.au=Gregor%2C+Brian&rft.aulast=Gregor&rft.aufirst=Brian&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Quantitative Analysis of Greenhouse Gas Reductions from U.S. Public Transportation T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41759342; 5037672 JF - 88th Annual Meeting of the Transpotations Research Board AU - Bailey, Linda Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA KW - Greenhouse gases KW - Transportation KW - Quantitative analysis KW - Climatic changes KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41759342?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Quantitative+Analysis+of+Greenhouse+Gas+Reductions+from+U.S.+Public+Transportation&rft.au=Bailey%2C+Linda&rft.aulast=Bailey&rft.aufirst=Linda&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Trees, Lighting, and Safety in Context-Sensitive Solutions T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41759087; 5037601 JF - 88th Annual Meeting of the Transpotations Research Board AU - Hasson, Patrick AU - Lutkevich, Paul AU - Walvatne, Paul AU - Bradley, Scott AU - Leone, Chris Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Lighting KW - Trees KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41759087?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Trees%2C+Lighting%2C+and+Safety+in+Context-Sensitive+Solutions&rft.au=Hasson%2C+Patrick%3BLutkevich%2C+Paul%3BWalvatne%2C+Paul%3BBradley%2C+Scott%3BLeone%2C+Chris&rft.aulast=Hasson&rft.aufirst=Patrick&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Implications of Recent Greenhouse Gas Legislative Proposals on the Highway Freight Industry T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41758980; 5037961 JF - 88th Annual Meeting of the Transpotations Research Board AU - White, Karen AU - Bean, J Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Greenhouse gases KW - Legislation KW - Highways KW - Climatic changes KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41758980?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Implications+of+Recent+Greenhouse+Gas+Legislative+Proposals+on+the+Highway+Freight+Industry&rft.au=White%2C+Karen%3BBean%2C+J&rft.aulast=White&rft.aufirst=Karen&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - How FHWA Can Help You Get Started T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41758392; 5039049 JF - 88th Annual Meeting of the Transpotations Research Board AU - Lord, Byron Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41758392?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=How+FHWA+Can+Help+You+Get+Started&rft.au=Lord%2C+Byron&rft.aulast=Lord&rft.aufirst=Byron&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Update of NHTSA Motor Coach and School Bus Safety Initiatives T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41758229; 5039024 JF - 88th Annual Meeting of the Transpotations Research Board AU - Saul, Roger Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Education establishments KW - Motors KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41758229?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Update+of+NHTSA+Motor+Coach+and+School+Bus+Safety+Initiatives&rft.au=Saul%2C+Roger&rft.aulast=Saul&rft.aufirst=Roger&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Addressing Cross-Generational Issues T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41757979; 5036977 JF - 88th Annual Meeting of the Transpotations Research Board AU - Campbell, Mara Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41757979?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Addressing+Cross-Generational+Issues&rft.au=Campbell%2C+Mara&rft.aulast=Campbell&rft.aufirst=Mara&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - What's Working...What's Not...What Needs to Be Done? T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41757449; 5036299 JF - 88th Annual Meeting of the Transpotations Research Board AU - Ruiz, Carlos Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41757449?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=What%27s+Working...What%27s+Not...What+Needs+to+Be+Done%3F&rft.au=Ruiz%2C+Carlos&rft.aulast=Ruiz&rft.aufirst=Carlos&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Road Weather Information to Assist Travelers During Adverse Weather Conditions T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41755438; 5037173 JF - 88th Annual Meeting of the Transpotations Research Board AU - Alfelor, Roemer Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Weather KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41755438?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Road+Weather+Information+to+Assist+Travelers+During+Adverse+Weather+Conditions&rft.au=Alfelor%2C+Roemer&rft.aulast=Alfelor&rft.aufirst=Roemer&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Mechanistic-Empirical Modeling in Network-Level Pavement Management T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41754703; 5039363 JF - 88th Annual Meeting of the Transpotations Research Board AU - Schram, Scott AU - Abdelrahman, Magdy Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41754703?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Mechanistic-Empirical+Modeling+in+Network-Level+Pavement+Management&rft.au=Schram%2C+Scott%3BAbdelrahman%2C+Magdy&rft.aulast=Schram&rft.aufirst=Scott&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Full-Scale Field Testing of Attenuator-Hybrid Rockfall Barrier Systems in Colorado T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41754274; 5037356 JF - 88th Annual Meeting of the Transpotations Research Board AU - Ortiz, Ty Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Colorado KW - Barriers KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41754274?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Full-Scale+Field+Testing+of+Attenuator-Hybrid+Rockfall+Barrier+Systems+in+Colorado&rft.au=Ortiz%2C+Ty&rft.aulast=Ortiz&rft.aufirst=Ty&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Progress Report on Deployment of Commercial Vehicle Information Systems and Networks T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41754164; 5037924 JF - 88th Annual Meeting of the Transpotations Research Board AU - Lane, Julie Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Information systems KW - Progress reports KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41754164?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Progress+Report+on+Deployment+of+Commercial+Vehicle+Information+Systems+and+Networks&rft.au=Lane%2C+Julie&rft.aulast=Lane&rft.aufirst=Julie&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Virginia's Approach to Aligning Data Programs T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41753734; 5036319 JF - 88th Annual Meeting of the Transpotations Research Board AU - Price, Jeff Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Virginia KW - Data processing KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41753734?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Virginia%27s+Approach+to+Aligning+Data+Programs&rft.au=Price%2C+Jeff&rft.aulast=Price&rft.aufirst=Jeff&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Changes Needed to Enable Use of Hydrogen as Alternative Fuel in Commercial Motor Vehicles T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41753676; 5037814 JF - 88th Annual Meeting of the Transpotations Research Board AU - Kwan, Quon AU - Chernicoff, William Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Hydrogen KW - Motor vehicles KW - Fuels KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41753676?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Changes+Needed+to+Enable+Use+of+Hydrogen+as+Alternative+Fuel+in+Commercial+Motor+Vehicles&rft.au=Kwan%2C+Quon%3BChernicoff%2C+William&rft.aulast=Kwan&rft.aufirst=Quon&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - FHWA Round-up T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41753210; 5037217 JF - 88th Annual Meeting of the Transpotations Research Board AU - Zaharewicz, Jeffrey Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41753210?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=FHWA+Round-up&rft.au=Zaharewicz%2C+Jeffrey&rft.aulast=Zaharewicz&rft.aufirst=Jeffrey&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Education, Outreach, and Driving Cessation Issues for Older Road Users T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41753131; 5037180 JF - 88th Annual Meeting of the Transpotations Research Board AU - Depue, Leanna Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Education KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41753131?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Education%2C+Outreach%2C+and+Driving+Cessation+Issues+for+Older+Road+Users&rft.au=Depue%2C+Leanna&rft.aulast=Depue&rft.aufirst=Leanna&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Melding the Planning and Transportation Planning Process: Lessons Learned T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41753118; 5039092 JF - 88th Annual Meeting of the Transpotations Research Board AU - Copp, Heather Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41753118?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Melding+the+Planning+and+Transportation+Planning+Process%3A+Lessons+Learned&rft.au=Copp%2C+Heather&rft.aulast=Copp&rft.aufirst=Heather&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Mega Planned Special Events: Critical Travel Information T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41753090; 5037175 JF - 88th Annual Meeting of the Transpotations Research Board AU - Knopp, Martin Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Travel KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41753090?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Mega+Planned+Special+Events%3A+Critical+Travel+Information&rft.au=Knopp%2C+Martin&rft.aulast=Knopp&rft.aufirst=Martin&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Standardizing Accelerated Bridge Construction T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41753030; 5039047 JF - 88th Annual Meeting of the Transpotations Research Board AU - McMinimee, Jim AU - Burns, Stan Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41753030?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Standardizing+Accelerated+Bridge+Construction&rft.au=McMinimee%2C+Jim%3BBurns%2C+Stan&rft.aulast=McMinimee&rft.aufirst=Jim&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Analysis of Cost Estimation Disclosure in Environmental Impact Statements for Surface Transportation Projects T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41752967; 5037504 JF - 88th Annual Meeting of the Transpotations Research Board AU - Sturm, Joseph AU - Chowdhury, Mashrur AU - Dunning, Anne AU - Ogle, Jennifer Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Transportation KW - Environmental impact KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41752967?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Analysis+of+Cost+Estimation+Disclosure+in+Environmental+Impact+Statements+for+Surface+Transportation+Projects&rft.au=Sturm%2C+Joseph%3BChowdhury%2C+Mashrur%3BDunning%2C+Anne%3BOgle%2C+Jennifer&rft.aulast=Sturm&rft.aufirst=Joseph&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Motor Carrier Efficiency Study T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41752520; 5037925 JF - 88th Annual Meeting of the Transpotations Research Board AU - Loftus, Jeff AU - Houser, Amy Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Efficiency KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41752520?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Motor+Carrier+Efficiency+Study&rft.au=Loftus%2C+Jeff%3BHouser%2C+Amy&rft.aulast=Loftus&rft.aufirst=Jeff&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Sensitivity of Axle Load Spectra in Mechanistic-Empirical Pavement Design Guide for Washington State Department of Transportation T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41752387; 5039361 JF - 88th Annual Meeting of the Transpotations Research Board AU - Li, Jianhua AU - Pierce, Linda AU - Hallenbeck, Mark AU - Uhlmeyer, Jeffrey Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Washington KW - Sensitivity KW - Transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41752387?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Sensitivity+of+Axle+Load+Spectra+in+Mechanistic-Empirical+Pavement+Design+Guide+for+Washington+State+Department+of+Transportation&rft.au=Li%2C+Jianhua%3BPierce%2C+Linda%3BHallenbeck%2C+Mark%3BUhlmeyer%2C+Jeffrey&rft.aulast=Li&rft.aufirst=Jianhua&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Highways for Life T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41751578; 5037563 JF - 88th Annual Meeting of the Transpotations Research Board AU - Harkins, Michael Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Highways KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41751578?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Highways+for+Life&rft.au=Harkins%2C+Michael&rft.aulast=Harkins&rft.aufirst=Michael&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Federal Measurement Perspective T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41751493; 5037227 JF - 88th Annual Meeting of the Transpotations Research Board AU - Savonis, Michael Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41751493?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Federal+Measurement+Perspective&rft.au=Savonis%2C+Michael&rft.aulast=Savonis&rft.aufirst=Michael&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Michigan's Approach to Aligning Data Programs T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41751458; 5036318 JF - 88th Annual Meeting of the Transpotations Research Board AU - Vibbert, Ronald Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Data processing KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41751458?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Michigan%27s+Approach+to+Aligning+Data+Programs&rft.au=Vibbert%2C+Ronald&rft.aulast=Vibbert&rft.aufirst=Ronald&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Construction Vibration and Historic Buildings: Is It Really All That It's Cracked Up to Be? T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41751154; 5036200 JF - 88th Annual Meeting of the Transpotations Research Board AU - Newbery, Robert Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Vibration KW - Buildings KW - Historical account KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41751154?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Construction+Vibration+and+Historic+Buildings%3A+Is+It+Really+All+That+It%27s+Cracked+Up+to+Be%3F&rft.au=Newbery%2C+Robert&rft.aulast=Newbery&rft.aufirst=Robert&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Minnesota's Experience with Waste Product Utilization T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41750400; 5036076 JF - 88th Annual Meeting of the Transpotations Research Board AU - Olson, Roger Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Minnesota KW - Wastes KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41750400?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Minnesota%27s+Experience+with+Waste+Product+Utilization&rft.au=Olson%2C+Roger&rft.aulast=Olson&rft.aufirst=Roger&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Congestion Pricing Overview: A Primer T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41749461; 5038635 JF - 88th Annual Meeting of the Transpotations Research Board AU - DeCorla-Souza, Patrick Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Pricing KW - Reviews KW - Primers KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41749461?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Congestion+Pricing+Overview%3A+A+Primer&rft.au=DeCorla-Souza%2C+Patrick&rft.aulast=DeCorla-Souza&rft.aufirst=Patrick&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Driver Performance and Safety Effects of Edge Lines on Rural Two-Lane Highways T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41748606; 5037719 JF - 88th Annual Meeting of the Transpotations Research Board AU - Tsyganov, Alexei AU - Machemehl, Randy AU - Warrenchuk, Nicholas Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Rural areas KW - Highways KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41748606?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Driver+Performance+and+Safety+Effects+of+Edge+Lines+on+Rural+Two-Lane+Highways&rft.au=Tsyganov%2C+Alexei%3BMachemehl%2C+Randy%3BWarrenchuk%2C+Nicholas&rft.aulast=Tsyganov&rft.aufirst=Alexei&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - A Concept of Operations for Peak-Period Pricing on Metropolitan Freeway Systems T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41748523; 5037713 JF - 88th Annual Meeting of the Transpotations Research Board AU - DeCorla-Souza, Patrick Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Pricing KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41748523?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=A+Concept+of+Operations+for+Peak-Period+Pricing+on+Metropolitan+Freeway+Systems&rft.au=DeCorla-Souza%2C+Patrick&rft.aulast=DeCorla-Souza&rft.aufirst=Patrick&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Traffic Signal Maintenance and Operations Needs Assessment at VDOT T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41748248; 5038869 JF - 88th Annual Meeting of the Transpotations Research Board AU - Chen, Wenling AU - Henley, Larrie AU - Price, Jeff Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Traffic KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41748248?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Traffic+Signal+Maintenance+and+Operations+Needs+Assessment+at+VDOT&rft.au=Chen%2C+Wenling%3BHenley%2C+Larrie%3BPrice%2C+Jeff&rft.aulast=Chen&rft.aufirst=Wenling&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Laboratory Evaluation of One-Coat System on New Steel Bridges T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41747979; 5036871 JF - 88th Annual Meeting of the Transpotations Research Board AU - Yao, Yuan AU - Lee, S Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Bridges KW - Steel KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41747979?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Laboratory+Evaluation+of+One-Coat+System+on+New+Steel+Bridges&rft.au=Yao%2C+Yuan%3BLee%2C+S&rft.aulast=Yao&rft.aufirst=Yuan&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Integrating Value Engineering and Context-Sensitive Solutions in Planning and Scoping T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41747637; 5036298 JF - 88th Annual Meeting of the Transpotations Research Board AU - Obenberger, Jon Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41747637?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Integrating+Value+Engineering+and+Context-Sensitive+Solutions+in+Planning+and+Scoping&rft.au=Obenberger%2C+Jon&rft.aulast=Obenberger&rft.aufirst=Jon&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - I-95 High-Occupancy-Toll Lane Operations in Miami T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41747589; 5036773 JF - 88th Annual Meeting of the Transpotations Research Board AU - Bravo, Alice Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Florida, Miami KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41747589?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=I-95+High-Occupancy-Toll+Lane+Operations+in+Miami&rft.au=Bravo%2C+Alice&rft.aulast=Bravo&rft.aufirst=Alice&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Alaska's Climate Change Strategy T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41747242; 5038030 JF - 88th Annual Meeting of the Transpotations Research Board AU - Coffey, Michael Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Alaska KW - Climatic changes KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41747242?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Alaska%27s+Climate+Change+Strategy&rft.au=Coffey%2C+Michael&rft.aulast=Coffey&rft.aufirst=Michael&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Federal Planning Rules: Coping with Uncertainty While Pretending It Doesn't Exist T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41746581; 5037657 JF - 88th Annual Meeting of the Transpotations Research Board AU - Ottesen, Jeff Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - National planning KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41746581?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Federal+Planning+Rules%3A+Coping+with+Uncertainty+While+Pretending+It+Doesn%27t+Exist&rft.au=Ottesen%2C+Jeff&rft.aulast=Ottesen&rft.aufirst=Jeff&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Costs and Benefits of Varying Per-Mile Insurance Premiums Based on Measured Risks Specific to Each Mile Driven T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41746443; 5038639 JF - 88th Annual Meeting of the Transpotations Research Board AU - Greenberg, Allen Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Insurance KW - Cost-benefit analysis KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41746443?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Costs+and+Benefits+of+Varying+Per-Mile+Insurance+Premiums+Based+on+Measured+Risks+Specific+to+Each+Mile+Driven&rft.au=Greenberg%2C+Allen&rft.aulast=Greenberg&rft.aufirst=Allen&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Study on Total Cost of Delay T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41746144; 5036317 JF - 88th Annual Meeting of the Transpotations Research Board AU - Graham, Thea AU - Ball, Michael AU - Neels, John AU - Robyn, Dorothy AU - Odoni, Amedeo AU - Trani, Antonio AU - Sherry, Lance AU - Hansen, Mark Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41746144?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Study+on+Total+Cost+of+Delay&rft.au=Graham%2C+Thea%3BBall%2C+Michael%3BNeels%2C+John%3BRobyn%2C+Dorothy%3BOdoni%2C+Amedeo%3BTrani%2C+Antonio%3BSherry%2C+Lance%3BHansen%2C+Mark&rft.aulast=Graham&rft.aufirst=Thea&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Strain Responses of Ultrathin Whitetopping (Bonded Concrete Resurfacing) Under Large-Scale Accelerated Loading T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41745944; 5038597 JF - 88th Annual Meeting of the Transpotations Research Board AU - Newbolds, Scott AU - Olek, Jan Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Concrete KW - Strains KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41745944?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Strain+Responses+of+Ultrathin+Whitetopping+%28Bonded+Concrete+Resurfacing%29+Under+Large-Scale+Accelerated+Loading&rft.au=Newbolds%2C+Scott%3BOlek%2C+Jan&rft.aulast=Newbolds&rft.aufirst=Scott&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Accounting for Risk in Revenue Forecasting T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41745820; 5036191 JF - 88th Annual Meeting of the Transpotations Research Board AU - McGee, John Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Prediction KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41745820?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Accounting+for+Risk+in+Revenue+Forecasting&rft.au=McGee%2C+John&rft.aulast=McGee&rft.aufirst=John&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Federal Transit Administration Looks at Project Management and Estimating Practices T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41745461; 5036370 JF - 88th Annual Meeting of the Transpotations Research Board AU - James, Aaron Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41745461?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Federal+Transit+Administration+Looks+at+Project+Management+and+Estimating+Practices&rft.au=James%2C+Aaron&rft.aulast=James&rft.aufirst=Aaron&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Transit and Congestion Pricing T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41744613; 5038636 JF - 88th Annual Meeting of the Transpotations Research Board AU - Riklin, Elizabeth Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Pricing KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41744613?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Transit+and+Congestion+Pricing&rft.au=Riklin%2C+Elizabeth&rft.aulast=Riklin&rft.aufirst=Elizabeth&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Indirect and Cumulative Effects: Federal Highway Administration Perspective T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41744519; 5038806 JF - 88th Annual Meeting of the Transpotations Research Board AU - Naber, MaryAnn Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Highways KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41744519?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Indirect+and+Cumulative+Effects%3A+Federal+Highway+Administration+Perspective&rft.au=Naber%2C+MaryAnn&rft.aulast=Naber&rft.aufirst=MaryAnn&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Reflections on Relative Roles of Roadside Surveys and Case Control Studies in Impaired-Driving Policy Making T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41744461; 5038592 JF - 88th Annual Meeting of the Transpotations Research Board AU - Compton, Richard Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Roadsides KW - Policies KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41744461?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Reflections+on+Relative+Roles+of+Roadside+Surveys+and+Case+Control+Studies+in+Impaired-Driving+Policy+Making&rft.au=Compton%2C+Richard&rft.aulast=Compton&rft.aufirst=Richard&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Origin-Destination Surveys on the I-81 Corridor T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41742350; 5039175 JF - 88th Annual Meeting of the Transpotations Research Board AU - Johnson, Erik Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41742350?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Origin-Destination+Surveys+on+the+I-81+Corridor&rft.au=Johnson%2C+Erik&rft.aulast=Johnson&rft.aufirst=Erik&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Shocks and Their Impacts on Forecasting at Federal Aviation Administration's Facilities T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41741435; 5036132 JF - 88th Annual Meeting of the Transpotations Research Board AU - Schaufele, Roger Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Shock KW - Prediction KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41741435?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Shocks+and+Their+Impacts+on+Forecasting+at+Federal+Aviation+Administration%27s+Facilities&rft.au=Schaufele%2C+Roger&rft.aulast=Schaufele&rft.aufirst=Roger&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Highways T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41741007; 5036122 JF - 88th Annual Meeting of the Transpotations Research Board AU - Brewer, James Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Highways KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41741007?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Highways&rft.au=Brewer%2C+James&rft.aulast=Brewer&rft.aufirst=James&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Creating an Information Commons on a Budget at Wisconsin DOT Library T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41737111; 5036712 JF - 88th Annual Meeting of the Transpotations Research Board AU - Cherney, John Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Wisconsin KW - Budgets KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41737111?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Creating+an+Information+Commons+on+a+Budget+at+Wisconsin+DOT+Library&rft.au=Cherney%2C+John&rft.aulast=Cherney&rft.aufirst=John&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Minnesota's Urban Partnership Agreement: Innovative Choices for Congestion Relief T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41736991; 5036673 JF - 88th Annual Meeting of the Transpotations Research Board AU - Buckeye, Kenneth Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Minnesota KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41736991?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=Minnesota%27s+Urban+Partnership+Agreement%3A+Innovative+Choices+for+Congestion+Relief&rft.au=Buckeye%2C+Kenneth&rft.aulast=Buckeye&rft.aufirst=Kenneth&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - From Completed Research Project to Promotion and Implementation of New Practices T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41733686; 5036404 JF - 88th Annual Meeting of the Transpotations Research Board AU - McVoy, Gary AU - Campbell, Mara AU - Schaftlein, Shari AU - Casey, Patrick Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41733686?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.atitle=From+Completed+Research+Project+to+Promotion+and+Implementation+of+New+Practices&rft.au=McVoy%2C+Gary%3BCampbell%2C+Mara%3BSchaftlein%2C+Shari%3BCasey%2C+Patrick&rft.aulast=McVoy&rft.aufirst=Gary&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=88th+Annual+Meeting+of+the+Transpotations+Research+Board&rft.issn=&rft_id=info:doi/ L2 - http://www.trb.org/meeting/2009/PDFs/TRBAM09.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER -