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 - Operations and Emergency Response T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41804688; 5036781 JF - 88th Annual Meeting of the Transpotations Research Board AU - Ekern, David Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Emergency preparedness KW - Emergencies KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41804688?accountid=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=Operations+and+Emergency+Response&rft.au=Ekern%2C+David&rft.aulast=Ekern&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 - Impact of Implementation of New York Metropolitan Transportation Authority's MetroCard on Ridership and Revenue of Westchester County Bee-Line Bus System T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41804608; 5038333 JF - 88th Annual Meeting of the Transpotations Research Board AU - Sutter, Charles AU - Ehrlich, Theodore AU - Stiller, Richard Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, New York KW - Transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41804608?accountid=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+of+Implementation+of+New+York+Metropolitan+Transportation+Authority%27s+MetroCard+on+Ridership+and+Revenue+of+Westchester+County+Bee-Line+Bus+System&rft.au=Sutter%2C+Charles%3BEhrlich%2C+Theodore%3BStiller%2C+Richard&rft.aulast=Sutter&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 - 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 - 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 - Mitigation of Delays at International Border Crossings T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41799592; 5039422 JF - 88th Annual Meeting of the Transpotations Research Board AU - Krueger, Gregory Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Mitigation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41799592?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-05-05&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/ 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 - High-Capacity Piles at the Stony Creek Bridge Project T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41799255; 5036417 JF - 88th Annual Meeting of the Transpotations Research Board AU - Liebich, Brian 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/41799255?accountid=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=High-Capacity+Piles+at+the+Stony+Creek+Bridge+Project&rft.au=Liebich%2C+Brian&rft.aulast=Liebich&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 - Effective Cultural Resource Data Management: Practical Considerations T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41796442; 5036961 JF - 88th Annual Meeting of the Transpotations Research Board AU - Opperman, Antony Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Cultural resources KW - Data management KW - Data processing KW - Resource management KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41796442?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=Stoliarov%2C+SI%3BLyon%2C+R+E&rft.aulast=Stoliarov&rft.aufirst=SI&rft.date=2008-05-01&rft.volume=&rft.issue=&rft.spage=32&rft.isbn=&rft.btitle=Thermo-Kinetic+Model+of+Burning&rft.title=Thermo-Kinetic+Model+of+Burning&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 Approaches to Climate Change T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41795897; 5036964 JF - 88th Annual Meeting of the Transpotations Research Board AU - Albright, R 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/41795897?accountid=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+Approaches+to+Climate+Change&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 - Paving the Road to Successful Evacuations: Texas Experience T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41793604; 5037174 JF - 88th Annual Meeting of the Transpotations Research Board AU - Garza, Toribio Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Texas KW - Evacuation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41793604?accountid=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=Paving+the+Road+to+Successful+Evacuations%3A+Texas+Experience&rft.au=Garza%2C+Toribio&rft.aulast=Garza&rft.aufirst=Toribio&rft.date=2009-01-11&rft.volume=31&rft.issue=6&rft.spage=616&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Public+Administration&rft.issn=01900692&rft_id=info:doi/10.1080%2F01900690701640960 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 - Mobility and Environmental Responsibility: Caltrans Projects and Resource Stewardship in a Digital Age--GIS, Database, and Management Functions T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41792949; 5037867 JF - 88th Annual Meeting of the Transpotations Research Board AU - Montero, Carie AU - Darcangelo, Jennifer Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Responsibility KW - Mobility KW - Databases KW - Resource management KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41792949?accountid=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=Mobility+and+Environmental+Responsibility%3A+Caltrans+Projects+and+Resource+Stewardship+in+a+Digital+Age--GIS%2C+Database%2C+and+Management+Functions&rft.au=Montero%2C+Carie%3BDarcangelo%2C+Jennifer&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 - 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 - 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 - 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 - State DOT Perspective T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41788801; 5037214 JF - 88th Annual Meeting of the Transpotations Research Board AU - Fawver, Gary 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/41788801?accountid=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=Fawver%2C+Gary&rft.aulast=Fawver&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 - TY - CPAPER T1 - Implementation of Findings to Aid Older Road Users T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41788716; 5037182 JF - 88th Annual Meeting of the Transpotations Research Board AU - Smith, Tom 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/41788716?accountid=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+of+Findings+to+Aid+Older+Road+Users&rft.au=Smith%2C+Tom&rft.aulast=Smith&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 - 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 - Performance Management Needs T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41788163; 5036817 JF - 88th Annual Meeting of the Transpotations Research Board AU - Rahn, Pete 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/41788163?accountid=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+Management+Needs&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 - 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 - 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 - 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 - 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 - SR-167 HOT Lane Project in Washington State T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41782580; 5036677 JF - 88th Annual Meeting of the Transpotations Research Board AU - Rubstello, Patty Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Washington KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41782580?accountid=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=SR-167+HOT+Lane+Project+in+Washington+State&rft.au=Rubstello%2C+Patty&rft.aulast=Rubstello&rft.aufirst=Patty&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 - 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 - Arizona's Statewide Transportation Management Center T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41779880; 5039015 JF - 88th Annual Meeting of the Transpotations Research Board AU - Nodes, Scott Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Arizona KW - Transportation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41779880?accountid=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=Arizona%27s+Statewide+Transportation+Management+Center&rft.au=Nodes%2C+Scott&rft.aulast=Nodes&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 - 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 - 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 - Perspectives on Policies in the United States T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41775260; 5036432 JF - 88th Annual Meeting of the Transpotations Research Board AU - Compton, Richard Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41775260?accountid=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+on+Policies+in+the+United+States&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 - 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 - 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 - In-place Microelectromechanical System Inclinometer Strings: Evaluation of an Evolving Technology T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41763275; 5037694 JF - 88th Annual Meeting of the Transpotations Research Board AU - Barendse, Matthew AU - Machan, George Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Technology KW - Microelectromechanical systems KW - Slope indicators KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41763275?accountid=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=In-place+Microelectromechanical+System+Inclinometer+Strings%3A+Evaluation+of+an+Evolving+Technology&rft.au=Barendse%2C+Matthew%3BMachan%2C+George&rft.aulast=Barendse&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 - 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 - Human Factors Research and Prevention Efforts for Trucking Safety T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41761684; 5038086 JF - 88th Annual Meeting of the Transpotations Research Board AU - Walker, Martin Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Prevention KW - Human factors KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41761684?accountid=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=Human+Factors+Research+and+Prevention+Efforts+for+Trucking+Safety&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 - Pennsylvania's Mobility Plan T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41754902; 5036951 JF - 88th Annual Meeting of the Transpotations Research Board AU - Wall, Brian Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - USA, Pennsylvania KW - Mobility KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41754902?accountid=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=Pennsylvania%27s+Mobility+Plan&rft.au=Wall%2C+Brian&rft.aulast=Wall&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 - 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 - 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 - Key Findings from U.S. Scanning Tour to Europe and Asia T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41746037; 5036507 JF - 88th Annual Meeting of the Transpotations Research Board AU - Elston, Debra Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Europe KW - USA KW - Asia KW - Tours KW - Scanning KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41746037?accountid=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=Key+Findings+from+U.S.+Scanning+Tour+to+Europe+and+Asia&rft.au=Elston%2C+Debra&rft.aulast=Elston&rft.aufirst=Debra&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 Load and Resistance Factor Design Axial Design of Driven Pile at Strength Limit State T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41745671; 5036420 JF - 88th Annual Meeting of the Transpotations Research Board AU - Abu-Hejleh, Naser AU - Dimaggio, Jerry AU - Kramer, William 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/41745671?accountid=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+Load+and+Resistance+Factor+Design+Axial+Design+of+Driven+Pile+at+Strength+Limit+State&rft.au=Abu-Hejleh%2C+Naser%3BDimaggio%2C+Jerry%3BKramer%2C+William&rft.aulast=Abu-Hejleh&rft.aufirst=Naser&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 Transportation Recovery Plan T2 - 88th Annual Meeting of the Transpotations Research Board AN - 41745278; 5038395 JF - 88th Annual Meeting of the Transpotations Research Board AU - Benini, Janet 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/41745278?accountid=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+Transportation+Recovery+Plan&rft.au=Benini%2C+Janet&rft.aulast=Benini&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 - 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 - 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 - TY - CPAPER T1 - An Update on FHWA Road Weather Management Initiatives T2 - 25th Conference on International Interactive Information and Processing Systems for Meteorology, Oceanography, and Hydrology (IIPS 2009) AN - 41726164; 5004990 JF - 25th Conference on International Interactive Information and Processing Systems for Meteorology, Oceanography, and Hydrology (IIPS 2009) AU - Pisano, Paul AU - Stern, A AU - Kennedy, P Y1 - 2009/01/11/ PY - 2009 DA - 2009 Jan 11 KW - Weather KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41726164?accountid=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=25th+Conference+on+International+Interactive+Information+and+Processing+Systems+for+Meteorology%2C+Oceanography%2C+and+Hydrology+%28IIPS+2009%29&rft.atitle=An+Update+on+FHWA+Road+Weather+Management+Initiatives&rft.au=Pisano%2C+Paul%3BStern%2C+A%3BKennedy%2C+P&rft.aulast=Pisano&rft.aufirst=Paul&rft.date=2009-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=25th+Conference+on+International+Interactive+Information+and+Processing+Systems+for+Meteorology%2C+Oceanography%2C+and+Hydrology+%28IIPS+2009%29&rft.issn=&rft_id=info:doi/ L2 - http://ams.confex.com/ams/89annual/techprogram/programexpanded_511.htm LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - FORT DRUM CONNECTOR ROUTE (I-81 TO FORT DRUM NORTH GATE), TOWNS OF LE RAY AND PAMELIA, JEFFERSON COUNTY, NEW YORK. [Part 2 of 2] T2 - FORT DRUM CONNECTOR ROUTE (I-81 TO FORT DRUM NORTH GATE), TOWNS OF LE RAY AND PAMELIA, JEFFERSON COUNTY, NEW YORK. AN - 756825117; 13686-090003_0002 AB - PURPOSE: The construction of a new arterial/freeway facility to connect Interstate 81 (I-81) to US 11 at the Fort Drum North Gate in the towns of Pamelia and Le Ray, Jefferson County, New York is proposed. The connector facility would be located north of Watertown. The project would provide a four-lane connector from I-81 to Fort Drum Army Base to enhance the strategic viability of the fort. The existing connection between US 11 and Fort Drum follows New York Route 342, which is a two-lane highway, and US 11, which is a four-lane, undivided highway. Depending on the alternative selected, the facility would be either an fully controlled access interstate highway or a combined partially controlled access state and interstate facility. Four alternatives, including a No-Build Alternative, are considered in this final EIS. The preferred alternative (Alternative NC4) would provide 4.3 miles of four-lane divided highway built to interstate standards on a new Alignment. The new connection at I-81 would be an interchange located approximately 0.75 mile north of Exit 48 (New York 342); the Fort Drum connection would also consist of an interchange. The travel distance along the preferred alternative would be 7.9 miles. The design speed would be 70 miles per hour. Cost of the preferred alternative is estimated at $63 million, and the benefit cost ratio is estimated at 1.46. POSITIVE IMPACTS: In addition to enhancing the strategic viability of Fort Drum, the project would accommodate current and anticipated traffic volumes and address safety concerns related to design flaws and low-capacity characterizing the existing facilities. The project would enhance the overall economic viability of the businesses and communities along the study corridor. Improved operating efficiency along the new connector would result in a significant decrease in the emission of criterion air pollutants. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of three residences, 3.94 acres of wetlands, and 76 acres of farmland. Traffic-generated noise would exceed federal standards at one sensitive receptor site and 50 receptor sites would experience significant increase in noise levels; one noise barrier has been proposed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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 07-0384D, Volume 31, Number 3. JF - EPA number: 090003, Volume I (Part 1)--291 pages. Volume I (Part 2)--260 pages and maps, January 8, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-05-F KW - Air Quality Assessments KW - Economic Assessments KW - Farmlands KW - Hydraulic Assessments KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Military Facilities (Army) KW - Noise Control KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Surveys KW - Fort Drum Army Base KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825117?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FORT+DRUM+CONNECTOR+ROUTE+%28I-81+TO+FORT+DRUM+NORTH+GATE%29%2C+TOWNS+OF+LE+RAY+AND+PAMELIA%2C+JEFFERSON+COUNTY%2C+NEW+YORK.&rft.title=FORT+DRUM+CONNECTOR+ROUTE+%28I-81+TO+FORT+DRUM+NORTH+GATE%29%2C+TOWNS+OF+LE+RAY+AND+PAMELIA%2C+JEFFERSON+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 8, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FORT DRUM CONNECTOR ROUTE (I-81 TO FORT DRUM NORTH GATE), TOWNS OF LE RAY AND PAMELIA, JEFFERSON COUNTY, NEW YORK. [Part 1 of 2] T2 - FORT DRUM CONNECTOR ROUTE (I-81 TO FORT DRUM NORTH GATE), TOWNS OF LE RAY AND PAMELIA, JEFFERSON COUNTY, NEW YORK. AN - 756825109; 13686-090003_0001 AB - PURPOSE: The construction of a new arterial/freeway facility to connect Interstate 81 (I-81) to US 11 at the Fort Drum North Gate in the towns of Pamelia and Le Ray, Jefferson County, New York is proposed. The connector facility would be located north of Watertown. The project would provide a four-lane connector from I-81 to Fort Drum Army Base to enhance the strategic viability of the fort. The existing connection between US 11 and Fort Drum follows New York Route 342, which is a two-lane highway, and US 11, which is a four-lane, undivided highway. Depending on the alternative selected, the facility would be either an fully controlled access interstate highway or a combined partially controlled access state and interstate facility. Four alternatives, including a No-Build Alternative, are considered in this final EIS. The preferred alternative (Alternative NC4) would provide 4.3 miles of four-lane divided highway built to interstate standards on a new Alignment. The new connection at I-81 would be an interchange located approximately 0.75 mile north of Exit 48 (New York 342); the Fort Drum connection would also consist of an interchange. The travel distance along the preferred alternative would be 7.9 miles. The design speed would be 70 miles per hour. Cost of the preferred alternative is estimated at $63 million, and the benefit cost ratio is estimated at 1.46. POSITIVE IMPACTS: In addition to enhancing the strategic viability of Fort Drum, the project would accommodate current and anticipated traffic volumes and address safety concerns related to design flaws and low-capacity characterizing the existing facilities. The project would enhance the overall economic viability of the businesses and communities along the study corridor. Improved operating efficiency along the new connector would result in a significant decrease in the emission of criterion air pollutants. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of three residences, 3.94 acres of wetlands, and 76 acres of farmland. Traffic-generated noise would exceed federal standards at one sensitive receptor site and 50 receptor sites would experience significant increase in noise levels; one noise barrier has been proposed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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 07-0384D, Volume 31, Number 3. JF - EPA number: 090003, Volume I (Part 1)--291 pages. Volume I (Part 2)--260 pages and maps, January 8, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-05-F KW - Air Quality Assessments KW - Economic Assessments KW - Farmlands KW - Hydraulic Assessments KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Military Facilities (Army) KW - Noise Control KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Surveys KW - Fort Drum Army Base KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825109?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FORT+DRUM+CONNECTOR+ROUTE+%28I-81+TO+FORT+DRUM+NORTH+GATE%29%2C+TOWNS+OF+LE+RAY+AND+PAMELIA%2C+JEFFERSON+COUNTY%2C+NEW+YORK.&rft.title=FORT+DRUM+CONNECTOR+ROUTE+%28I-81+TO+FORT+DRUM+NORTH+GATE%29%2C+TOWNS+OF+LE+RAY+AND+PAMELIA%2C+JEFFERSON+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 8, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CONNECTOR DES MOINES, POLK COUNTY, IOWA. [Part 1 of 2] T2 - SOUTHEAST CONNECTOR DES MOINES, POLK COUNTY, IOWA. AN - 756824977; 13684-090001_0001 AB - PURPOSE: The construction of a new arterial roadway that would traverse the southeastern quadrant of Des Moines in Polk County, Iowa is proposed. The urban highway, to e known as the Southeast Connector, would extend from the Martin Luther King Jr. Parkway terminus at Southeast 14th Street to the Vandalia Road/US 65 Bypass interchange. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The Yellow Alternative, which has been identified as the preferred alternative, would follow part of the Southeast Diagonal Corridor alignment identified in a prior study and part of a north-to-South corridor alignment. This alternative would extend eastward from Southeast 14th Street along an alignment mid-way between Scott Avenue and East Market Street. The mid-block alignment would then follow the railroad rights-of-way to the southeast through the Chesterfield Neighborhood before turning east near Pleasant Hill Boulevard. From there, the alignment would proceed a short distance eastward until it reached the eastern termini at US 65. It is noted that Chesterfield is not currently a recognized neighborhood; however, for the purposes of this study, the housing cluster between Southeast 20th Street and Southeast 34 Street from East Market Street to CB&Q Street are referred to as Chesterfield. A new bridge would be built across Four Mile Creek, and a railroad spur would be required. The Blue Alternative would also follow part of the Southeast Diagonal Corridor alignment identified in a prior study and part of a north-to-South corridor alignment. This alternative would also extend eastward from Southeast 14th Street along the Scott Avenue alignment to CB&Q Street, where it would proceed along CB&Q Street eastward past the South side of Sunset Beach Lake. From that point, the Brown Alignment would meet a city-owned rail rights-of-way and follow it southeast through a salvage yard to Vandalia Road, finally running eastward along Vandalia Road to the US 65. The existing bridge over Four Mile Creek would be refurbished and improved. Bypass interchange. Costs of the Yellow and Brown alternatives are estimated at $77.0 million and $62 million. POSITIVE IMPACTS: The connector would provide a safe, efficient, and direct route from downtown Des Moines to the US 65 outer Beltway on the southeast side of the city. The facility would enhance system connectivity, improving access to communities and businesses along the corridor. System capacity would also be enhanced, supporting projected growth. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 15 residences ad seven businesses; business relocations would affect 102 to 212 jobs. The taxable value of the land to be placed into public ownership in the city of Pleasant Hill would amount to $2.5 million, or 0.05 percent of the city's tax base. The taxable value of the land to be placed into public ownership in Polk County would amount to $2.7 million, or 0.01 percent of the city's tax base. Traffic-generate noise would exceed federal standards at 10 residences and two businesses. Highway construction would permanently displace5.6 acres of wetlands, and 9,105 cubic yards of fill would be placed in the 100-year floodplain and 11,399 cubic yards in a U.S. Army Corps of Engineers floodway easement Construction workers would encounter 17 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). JF - EPA number: 090001, 196 pages and maps, January 8, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-Iowa-EIS-08-02-D KW - Bridges KW - Easements KW - Floodplains KW - Floodways KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Railroads KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Iowa KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824977?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CONNECTOR+DES+MOINES%2C+POLK+COUNTY%2C+IOWA.&rft.title=SOUTHEAST+CONNECTOR+DES+MOINES%2C+POLK+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 - Draft. Preparation date: January 8, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CONNECTOR DES MOINES, POLK COUNTY, IOWA. [Part 2 of 2] T2 - SOUTHEAST CONNECTOR DES MOINES, POLK COUNTY, IOWA. AN - 756824867; 13684-090001_0002 AB - PURPOSE: The construction of a new arterial roadway that would traverse the southeastern quadrant of Des Moines in Polk County, Iowa is proposed. The urban highway, to e known as the Southeast Connector, would extend from the Martin Luther King Jr. Parkway terminus at Southeast 14th Street to the Vandalia Road/US 65 Bypass interchange. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The Yellow Alternative, which has been identified as the preferred alternative, would follow part of the Southeast Diagonal Corridor alignment identified in a prior study and part of a north-to-South corridor alignment. This alternative would extend eastward from Southeast 14th Street along an alignment mid-way between Scott Avenue and East Market Street. The mid-block alignment would then follow the railroad rights-of-way to the southeast through the Chesterfield Neighborhood before turning east near Pleasant Hill Boulevard. From there, the alignment would proceed a short distance eastward until it reached the eastern termini at US 65. It is noted that Chesterfield is not currently a recognized neighborhood; however, for the purposes of this study, the housing cluster between Southeast 20th Street and Southeast 34 Street from East Market Street to CB&Q Street are referred to as Chesterfield. A new bridge would be built across Four Mile Creek, and a railroad spur would be required. The Blue Alternative would also follow part of the Southeast Diagonal Corridor alignment identified in a prior study and part of a north-to-South corridor alignment. This alternative would also extend eastward from Southeast 14th Street along the Scott Avenue alignment to CB&Q Street, where it would proceed along CB&Q Street eastward past the South side of Sunset Beach Lake. From that point, the Brown Alignment would meet a city-owned rail rights-of-way and follow it southeast through a salvage yard to Vandalia Road, finally running eastward along Vandalia Road to the US 65. The existing bridge over Four Mile Creek would be refurbished and improved. Bypass interchange. Costs of the Yellow and Brown alternatives are estimated at $77.0 million and $62 million. POSITIVE IMPACTS: The connector would provide a safe, efficient, and direct route from downtown Des Moines to the US 65 outer Beltway on the southeast side of the city. The facility would enhance system connectivity, improving access to communities and businesses along the corridor. System capacity would also be enhanced, supporting projected growth. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 15 residences ad seven businesses; business relocations would affect 102 to 212 jobs. The taxable value of the land to be placed into public ownership in the city of Pleasant Hill would amount to $2.5 million, or 0.05 percent of the city's tax base. The taxable value of the land to be placed into public ownership in Polk County would amount to $2.7 million, or 0.01 percent of the city's tax base. Traffic-generate noise would exceed federal standards at 10 residences and two businesses. Highway construction would permanently displace5.6 acres of wetlands, and 9,105 cubic yards of fill would be placed in the 100-year floodplain and 11,399 cubic yards in a U.S. Army Corps of Engineers floodway easement Construction workers would encounter 17 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). JF - EPA number: 090001, 196 pages and maps, January 8, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-Iowa-EIS-08-02-D KW - Bridges KW - Easements KW - Floodplains KW - Floodways KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Railroads KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Iowa KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824867?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CONNECTOR+DES+MOINES%2C+POLK+COUNTY%2C+IOWA.&rft.title=SOUTHEAST+CONNECTOR+DES+MOINES%2C+POLK+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 - Draft. Preparation date: January 8, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FORT DRUM CONNECTOR ROUTE (I-81 TO FORT DRUM NORTH GATE), TOWNS OF LE RAY AND PAMELIA, JEFFERSON COUNTY, NEW YORK. AN - 36349520; 13686 AB - PURPOSE: The construction of a new arterial/freeway facility to connect Interstate 81 (I-81) to US 11 at the Fort Drum North Gate in the towns of Pamelia and Le Ray, Jefferson County, New York is proposed. The connector facility would be located north of Watertown. The project would provide a four-lane connector from I-81 to Fort Drum Army Base to enhance the strategic viability of the fort. The existing connection between US 11 and Fort Drum follows New York Route 342, which is a two-lane highway, and US 11, which is a four-lane, undivided highway. Depending on the alternative selected, the facility would be either an fully controlled access interstate highway or a combined partially controlled access state and interstate facility. Four alternatives, including a No-Build Alternative, are considered in this final EIS. The preferred alternative (Alternative NC4) would provide 4.3 miles of four-lane divided highway built to interstate standards on a new Alignment. The new connection at I-81 would be an interchange located approximately 0.75 mile north of Exit 48 (New York 342); the Fort Drum connection would also consist of an interchange. The travel distance along the preferred alternative would be 7.9 miles. The design speed would be 70 miles per hour. Cost of the preferred alternative is estimated at $63 million, and the benefit cost ratio is estimated at 1.46. POSITIVE IMPACTS: In addition to enhancing the strategic viability of Fort Drum, the project would accommodate current and anticipated traffic volumes and address safety concerns related to design flaws and low-capacity characterizing the existing facilities. The project would enhance the overall economic viability of the businesses and communities along the study corridor. Improved operating efficiency along the new connector would result in a significant decrease in the emission of criterion air pollutants. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of three residences, 3.94 acres of wetlands, and 76 acres of farmland. Traffic-generated noise would exceed federal standards at one sensitive receptor site and 50 receptor sites would experience significant increase in noise levels; one noise barrier has been proposed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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 07-0384D, Volume 31, Number 3. JF - EPA number: 090003, Volume I (Part 1)--291 pages. Volume I (Part 2)--260 pages and maps, January 8, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-05-F KW - Air Quality Assessments KW - Economic Assessments KW - Farmlands KW - Hydraulic Assessments KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Military Facilities (Army) KW - Noise Control KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Safety Analyses KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Surveys KW - Fort Drum Army Base KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349520?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FORT+DRUM+CONNECTOR+ROUTE+%28I-81+TO+FORT+DRUM+NORTH+GATE%29%2C+TOWNS+OF+LE+RAY+AND+PAMELIA%2C+JEFFERSON+COUNTY%2C+NEW+YORK.&rft.title=FORT+DRUM+CONNECTOR+ROUTE+%28I-81+TO+FORT+DRUM+NORTH+GATE%29%2C+TOWNS+OF+LE+RAY+AND+PAMELIA%2C+JEFFERSON+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: January 8, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CONNECTOR DES MOINES, POLK COUNTY, IOWA. AN - 36346796; 13684 AB - PURPOSE: The construction of a new arterial roadway that would traverse the southeastern quadrant of Des Moines in Polk County, Iowa is proposed. The urban highway, to e known as the Southeast Connector, would extend from the Martin Luther King Jr. Parkway terminus at Southeast 14th Street to the Vandalia Road/US 65 Bypass interchange. Three alternatives, including a No Action Alternative, are considered in this draft EIS. The Yellow Alternative, which has been identified as the preferred alternative, would follow part of the Southeast Diagonal Corridor alignment identified in a prior study and part of a north-to-South corridor alignment. This alternative would extend eastward from Southeast 14th Street along an alignment mid-way between Scott Avenue and East Market Street. The mid-block alignment would then follow the railroad rights-of-way to the southeast through the Chesterfield Neighborhood before turning east near Pleasant Hill Boulevard. From there, the alignment would proceed a short distance eastward until it reached the eastern termini at US 65. It is noted that Chesterfield is not currently a recognized neighborhood; however, for the purposes of this study, the housing cluster between Southeast 20th Street and Southeast 34 Street from East Market Street to CB&Q Street are referred to as Chesterfield. A new bridge would be built across Four Mile Creek, and a railroad spur would be required. The Blue Alternative would also follow part of the Southeast Diagonal Corridor alignment identified in a prior study and part of a north-to-South corridor alignment. This alternative would also extend eastward from Southeast 14th Street along the Scott Avenue alignment to CB&Q Street, where it would proceed along CB&Q Street eastward past the South side of Sunset Beach Lake. From that point, the Brown Alignment would meet a city-owned rail rights-of-way and follow it southeast through a salvage yard to Vandalia Road, finally running eastward along Vandalia Road to the US 65. The existing bridge over Four Mile Creek would be refurbished and improved. Bypass interchange. Costs of the Yellow and Brown alternatives are estimated at $77.0 million and $62 million. POSITIVE IMPACTS: The connector would provide a safe, efficient, and direct route from downtown Des Moines to the US 65 outer Beltway on the southeast side of the city. The facility would enhance system connectivity, improving access to communities and businesses along the corridor. System capacity would also be enhanced, supporting projected growth. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 15 residences ad seven businesses; business relocations would affect 102 to 212 jobs. The taxable value of the land to be placed into public ownership in the city of Pleasant Hill would amount to $2.5 million, or 0.05 percent of the city's tax base. The taxable value of the land to be placed into public ownership in Polk County would amount to $2.7 million, or 0.01 percent of the city's tax base. Traffic-generate noise would exceed federal standards at 10 residences and two businesses. Highway construction would permanently displace5.6 acres of wetlands, and 9,105 cubic yards of fill would be placed in the 100-year floodplain and 11,399 cubic yards in a U.S. Army Corps of Engineers floodway easement Construction workers would encounter 17 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). JF - EPA number: 090001, 196 pages and maps, January 8, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-Iowa-EIS-08-02-D KW - Bridges KW - Easements KW - Floodplains KW - Floodways KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Railroads KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Iowa KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346796?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CONNECTOR+DES+MOINES%2C+POLK+COUNTY%2C+IOWA.&rft.title=SOUTHEAST+CONNECTOR+DES+MOINES%2C+POLK+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 - Draft. Preparation date: January 8, 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WHITTON EXPRESSWAY, JEFFERSON CITY, COLE COUNTY, MISSOURI. [Part 1 of 2] T2 - WHITTON EXPRESSWAY, JEFFERSON CITY, COLE COUNTY, MISSOURI. AN - 756827225; 14271-090452_0001 AB - PURPOSE: Modifications to existing portions of US 50/63 (Whitton Expressway) and the local street network in Cole County, Missouri are proposed. The Whitton Expressway is located in central Jefferson City near the downtown business district, the Missouri State Penitentiary (MSP) redevelopment site, the Old Munichberg and Central East Side neighborhoods, and the campus of Lincoln University. The study corridor boundaries represent logical limits for transportation improvements due to the transitions in roadway types from freeway to urban arterial and back to freeway. These transitions lead to traffic operation deficiencies involving unsatisfactory handling of high traffic volumes and the associated traffic congestion, especially during peak periods. The Whitton Expressway portion of the study corridor is approximately three miles long. The corridor boundaries are Bolivar Street, just east of the Tri-level interchange, eastward to the Eastland Drive interchange and from 300 feet south of the expressway north to McCarty Street. The portion of the study corridor looking at access to the MSP site includes portions of downtown and the Central East Side between McCarty Street and the prison. Key issues identified during scoping include those related to historic properties, neighborhood cohesion, pedestrian access, and accessibility to businesses and institutions. In addition to a No Build Alternative, three mainline Whitton Expressway concepts and three prison access concepts are advanced as reasonable alternatives in this draft EIS. Under mainline Alternative 4, an elevated viaduct starting just east of Broadway and returning to grade near the Jackson overpass would be constructed. Alternative 5 would involve construction of a parkway with a wide median and additional travel lanes; an optional elevated structure would carry through traffic separate from local traffic if deemed necessary. Under Alternative 6, a north-south overpass at Madison Street would be constructed and improvements would be made at Jefferson and Monroe. Under Alternative A for improved prison access, a new half-diamond interchange on Whitton Expressway at Lafayette Street would be constructed and Lafayette would be widened to four or five lanes. Alternative D would utilize a new half-diamond interchange at Lafayette and realign Clark Avenue. Alternative G would include a slight permutation of Alternative D and would involve construction of a full diamond interchange at Lafayette, instead of the half-diamond interchange. Access from Clark Avenue would remain the same. The preferred alternative is a combination of Alternative 6, the Madison Street overpass option, and Alternative G. POSITIVE IMPACTS: Implementation of the proposed action would improve roadway capacity, traffic operations, and traffic safety. Structural engineering would reduce the opportunities for head-on crashes and add room for recovery or avoidance of obstacles. Access to MSP, Lincoln University, and Jefferson City High School would be improved. NEGATIVE IMPACTS: Full build-out of the preferred alternative would: directly affect historic resources such as the Craftsman/Monastary district and the property of the Lincoln University President's House; acquire the Quinn Chapel AME church; alter access to several downtown businesses; fully acquire 25 residences and 4 business properties; and partially acquire 16 residences and 4 business properties. Right-of-way acquisition and construction would have the potential to impact a population that includes 38 percent minority individuals and take an historic district associated with the African American Foot neighborhood. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090452, draft EIS--94 pages and maps, Appendices--CD-ROM, 2009 PY - 2009 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-03-D KW - Central Business Districts KW - Environmental Justice KW - Highways KW - Historic Districts KW - Historic Sites KW - Parks KW - Prisons KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 401 Permits 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/756827225?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-04-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+5%2C+COLUMBIA+RIVER+CROSSING+PROJECT%2C+VANCOUVER%2C+WASHINGTON+AND+PORTLAND%2C+OREGON.&rft.title=INTERSTATE+5%2C+COLUMBIA+RIVER+CROSSING+PROJECT%2C+VANCOUVER%2C+WASHINGTON+AND+PORTLAND%2C+OREGON.&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 - Draft. Preparation date: 2009 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WHITTON EXPRESSWAY, JEFFERSON CITY, COLE COUNTY, MISSOURI. [Part 2 of 2] T2 - WHITTON EXPRESSWAY, JEFFERSON CITY, COLE COUNTY, MISSOURI. AN - 756827173; 14271-090452_0002 AB - PURPOSE: Modifications to existing portions of US 50/63 (Whitton Expressway) and the local street network in Cole County, Missouri are proposed. The Whitton Expressway is located in central Jefferson City near the downtown business district, the Missouri State Penitentiary (MSP) redevelopment site, the Old Munichberg and Central East Side neighborhoods, and the campus of Lincoln University. The study corridor boundaries represent logical limits for transportation improvements due to the transitions in roadway types from freeway to urban arterial and back to freeway. These transitions lead to traffic operation deficiencies involving unsatisfactory handling of high traffic volumes and the associated traffic congestion, especially during peak periods. The Whitton Expressway portion of the study corridor is approximately three miles long. The corridor boundaries are Bolivar Street, just east of the Tri-level interchange, eastward to the Eastland Drive interchange and from 300 feet south of the expressway north to McCarty Street. The portion of the study corridor looking at access to the MSP site includes portions of downtown and the Central East Side between McCarty Street and the prison. Key issues identified during scoping include those related to historic properties, neighborhood cohesion, pedestrian access, and accessibility to businesses and institutions. In addition to a No Build Alternative, three mainline Whitton Expressway concepts and three prison access concepts are advanced as reasonable alternatives in this draft EIS. Under mainline Alternative 4, an elevated viaduct starting just east of Broadway and returning to grade near the Jackson overpass would be constructed. Alternative 5 would involve construction of a parkway with a wide median and additional travel lanes; an optional elevated structure would carry through traffic separate from local traffic if deemed necessary. Under Alternative 6, a north-south overpass at Madison Street would be constructed and improvements would be made at Jefferson and Monroe. Under Alternative A for improved prison access, a new half-diamond interchange on Whitton Expressway at Lafayette Street would be constructed and Lafayette would be widened to four or five lanes. Alternative D would utilize a new half-diamond interchange at Lafayette and realign Clark Avenue. Alternative G would include a slight permutation of Alternative D and would involve construction of a full diamond interchange at Lafayette, instead of the half-diamond interchange. Access from Clark Avenue would remain the same. The preferred alternative is a combination of Alternative 6, the Madison Street overpass option, and Alternative G. POSITIVE IMPACTS: Implementation of the proposed action would improve roadway capacity, traffic operations, and traffic safety. Structural engineering would reduce the opportunities for head-on crashes and add room for recovery or avoidance of obstacles. Access to MSP, Lincoln University, and Jefferson City High School would be improved. NEGATIVE IMPACTS: Full build-out of the preferred alternative would: directly affect historic resources such as the Craftsman/Monastary district and the property of the Lincoln University President's House; acquire the Quinn Chapel AME church; alter access to several downtown businesses; fully acquire 25 residences and 4 business properties; and partially acquire 16 residences and 4 business properties. Right-of-way acquisition and construction would have the potential to impact a population that includes 38 percent minority individuals and take an historic district associated with the African American Foot neighborhood. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090452, draft EIS--94 pages and maps, Appendices--CD-ROM, 2009 PY - 2009 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-03-D KW - Central Business Districts KW - Environmental Justice KW - Highways KW - Historic Districts KW - Historic Sites KW - Parks KW - Prisons KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 401 Permits 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/756827173?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WHITTON+EXPRESSWAY%2C+JEFFERSON+CITY%2C+COLE+COUNTY%2C+MISSOURI.&rft.title=WHITTON+EXPRESSWAY%2C+JEFFERSON+CITY%2C+COLE+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 - Draft. Preparation date: 2009 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Using airborne laser scanning technology to interpret old shorelines AN - 756291139; 2010-082095 JF - Abstracts - Israel Geological Society, Annual Meeting AU - Filin, S AU - Bookman, R AU - Marco, S AU - Avni, Y A2 - Sagy, Amir A2 - Bookman, Shachar A2 - Hamiel, Yariv A2 - Mushkin, Amit A2 - Nahmias, Yoav A2 - Medvedev, Benny A2 - Heimann, Ariel Y1 - 2009 PY - 2009 DA - 2009 SP - 44 PB - Israel Geological Society, Jerusalem VL - 2009 KW - lake-level changes KW - Quaternary KW - laser methods KW - geophysical surveys KW - shorelines KW - radar methods KW - Israel KW - Holocene KW - upper Pleistocene KW - Cenozoic KW - lidar methods KW - Jordan KW - Dead Sea KW - surveys KW - Pleistocene KW - applications KW - Asia KW - Lake Lisan KW - Middle East KW - airborne methods KW - 24:Quaternary geology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756291139?accountid=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+-+Israel+Geological+Society%2C+Annual+Meeting&rft.atitle=Using+airborne+laser+scanning+technology+to+interpret+old+shorelines&rft.au=Filin%2C+S%3BBookman%2C+R%3BMarco%2C+S%3BAvni%2C+Y&rft.aulast=Filin&rft.aufirst=S&rft.date=2009-01-01&rft.volume=2009&rft.issue=&rft.spage=44&rft.isbn=&rft.btitle=&rft.title=Abstracts+-+Israel+Geological+Society%2C+Annual+Meeting&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Israel Geological Society 2009 annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2010-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - #07005 N1 - SubjectsTermNotLitGenreText - airborne methods; applications; Asia; Cenozoic; Dead Sea; geophysical surveys; Holocene; Israel; Jordan; Lake Lisan; lake-level changes; laser methods; lidar methods; Middle East; Pleistocene; Quaternary; radar methods; shorelines; surveys; upper Pleistocene ER - TY - JOUR T1 - Use of Precast Bridge Members in Areas of High or Moderate Seismicity AN - 746004353; 12601794 AB - Prefabricated bridge components are in increasing demand for accelerated bridge construction. Precasting eliminates the need for forming, casting, and curing concrete in work zones and makes bridge construction safer while improving quality and durability. Precast bridges consisting of pretensioned girders, posttensioned spliced girders, trapezoidal open box girders, and other types of superstructure members are often used for accelerated bridge construction; however, bridge engineers are concerned with the durability and performance of bridges made of precast members in areas of high or moderate seismicity. The applicability of the AASHTO load and resistance factor design specifications to precast prefabricated bridges in areas of high or moderate seismicity was examined. The different seismic design methodologies were reviewed and guidance in their application to precast bridges is provided. The Washington State Department of Transportation design criteria and recent research and bridge projects using the accelerated bridge construction technique in Washington State are reviewed. Show References JF - Transportation Research Record AU - Kapur, Jugesh AU - Khaleghi, Bijan AD - Washington State Department of Transportation, Bridge and Structures Office, 7345 Linderson Way Southwest, Tumwater, WA 98501 Y1 - 2009///0, PY - 2009 DA - 0, 2009 SP - 101 EP - 109 PB - Transportation Research Board VL - 2131 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts KW - USA, Washington KW - Bridges KW - Transportation KW - Reviews KW - Seismic activity KW - box girder bridges KW - Concrete KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/746004353?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research+Record&rft.atitle=Use+of+Precast+Bridge+Members+in+Areas+of+High+or+Moderate+Seismicity&rft.au=Kapur%2C+Jugesh%3BKhaleghi%2C+Bijan&rft.aulast=Kapur&rft.aufirst=Jugesh&rft.date=2009-01-01&rft.volume=2131&rft.issue=&rft.spage=101&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2131-10 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-05-01 N1 - Last updated - 2016-05-24 N1 - SubjectsTermNotLitGenreText - Transportation; Bridges; Reviews; Seismic activity; box girder bridges; Concrete; USA, Washington DO - http://dx.doi.org/10.3141/2131-10 ER - TY - JOUR T1 - Effective Usage of Harmful Events Data in Transportation Safety Management AN - 746004149; 12601704 AB - The goal of this study is to examine the effective usage of first harmful event (FHE) and most harmful event (MHE) data in transportation safety management by developing strategies to prevent traffic crashes and to reduce injury severities. FHE and MHE data collected from Michigan, North Carolina, and Idaho were analyzed. The analytic procedure consisted of adjusting the events' data sets from the three states to create a common forum for comparison and to explore patterns or lack thereof in the information pertaining to different types of events and different states. Overall, the authors found some patterns or trends in the events' data sets, despite the geographic differences between the three states. Based on these patterns, a set of guidelines for the interpretation of the event data is presented. The authors conclude that FHE data can reveal valuable information on roadway features causing crashes, while MHE data can be useful in the design of countermeasures against fatalities or serious injuries. Thus, proper analysis of FHE and MHE data may lead to more informed decisions on safety management strategies by engineers, enforcement personnel, and policy makers. Show References JF - Transportation Research Record AU - Kar, Kohinoor AU - Khasnabis, Snehamay AD - Arizona Department of Transportation, Highway Enhancements for Safety, 1615 West Jackson Street, Mail Drop 065R, Phoenix, AZ 85007 Y1 - 2009 PY - 2009 DA - 2009 SP - 3 EP - 12 PB - Transportation Research Board VL - 2137 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts KW - USA, North Carolina KW - Mortality KW - Injuries KW - USA, Idaho KW - safety engineering KW - Transportation KW - guidelines KW - Highways KW - traffic safety KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/746004149?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research+Record&rft.atitle=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=2009-01-01&rft.volume=2137&rft.issue=&rft.spage=3&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2137-01 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-05-01 N1 - Last updated - 2011-12-14 N1 - SubjectsTermNotLitGenreText - Mortality; Transportation; safety engineering; Injuries; guidelines; Highways; traffic safety; USA, North Carolina; USA, Idaho DO - http://dx.doi.org/10.3141/2137-01 ER - TY - JOUR T1 - Methodology to estimate particulate matter emissions from certified commercial aircraft engines. AN - 66916770; 19216192 AB - Today, about one-fourth of U.S. commercial service airports, including 41 of the busiest 50, are either in nonattainment or maintenance areas per the National Ambient Air Quality Standards. U.S. aviation activity is forecasted to triple by 2025, while at the same time, the U.S. Environmental Protection Agency (EPA) is evaluating stricter particulate matter (PM) standards on the basis of documented human health and welfare impacts. Stricter federal standards are expected to impede capacity and limit aviation growth if regulatory mandated emission reductions occur as for other non-aviation sources (i.e., automobiles, power plants, etc.). In addition, strong interest exists as to the role aviation emissions play in air quality and climate change issues. These reasons underpin the need to quantify and understand PM emissions from certified commercial aircraft engines, which has led to the need for a methodology to predict these emissions. Standardized sampling techniques to measure volatile and nonvolatile PM emissions from aircraft engines do not exist. As such, a first-order approximation (FOA) was derived to fill this need based on available information. FOA1.0 only allowed prediction of nonvolatile PM. FOA2.0 was a change to include volatile PM emissions on the basis of the ratio of nonvolatile to volatile emissions. Recent collaborative efforts by industry (manufacturers and airlines), research establishments, and regulators have begun to provide further insight into the estimation of the PM emissions. The resultant PM measurement datasets are being analyzed to refine sampling techniques and progress towards standardized PM measurements. These preliminary measurement datasets also support the continued refinement of the FOA methodology. FOA3.0 disaggregated the prediction techniques to allow for independent prediction of nonvolatile and volatile emissions on a more theoretical basis. The Committee for Aviation Environmental Protection of the International Civil Aviation Organization endorsed the use of FOA3.0 in February 2007. Further commitment was made to improve the FOA as new data become available, until such time the methodology is rendered obsolete by a fully validated database of PM emission indices for today's certified commercial fleet. This paper discusses related assumptions and derived equations for the FOA3.0 methodology used worldwide to estimate PM emissions from certified commercial aircraft engines within the vicinity of airports. JF - Journal of the Air & Waste Management Association (1995) AU - Wayson, Roger L AU - Fleming, Gregg G AU - Lovinelli, Ralph AD - U.S. Department of Transportation, John A Volpe National Transportation Systems Center, Cambridge, MA USA. wayson@volpe.dot.gov Y1 - 2009/01// PY - 2009 DA - January 2009 SP - 91 EP - 100 VL - 59 IS - 1 SN - 1096-2247, 1096-2247 KW - Air Pollutants KW - 0 KW - Gasoline KW - Particulate Matter KW - Soot KW - Vehicle Emissions KW - Sulfur KW - 70FD1KFU70 KW - Index Medicus KW - United States KW - United States Environmental Protection Agency KW - Soot -- analysis KW - Gasoline -- analysis KW - Volatilization KW - Sulfur -- chemistry KW - Soot -- chemistry KW - Sulfur -- analysis KW - Aircraft KW - Air Pollutants -- analysis KW - Particulate Matter -- chemistry KW - Particulate Matter -- analysis KW - Environmental Monitoring -- methods KW - Air Pollutants -- chemistry KW - Vehicle Emissions -- analysis UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/66916770?accountid=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+the+Air+%26+Waste+Management+Association+%281995%29&rft.atitle=Methodology+to+estimate+particulate+matter+emissions+from+certified+commercial+aircraft+engines.&rft.au=Wayson%2C+Roger+L%3BFleming%2C+Gregg+G%3BLovinelli%2C+Ralph&rft.aulast=Wayson&rft.aufirst=Roger&rft.date=2009-01-01&rft.volume=59&rft.issue=1&rft.spage=91&rft.isbn=&rft.btitle=&rft.title=Journal+of+the+Air+%26+Waste+Management+Association+%281995%29&rft.issn=10962247&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2009-03-18 N1 - Date created - 2009-02-16 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - JOUR T1 - An attempt for an Amazon geoid model using Helmert gravity anomaly AN - 50459224; 2009-038254 JF - International Association of Geodesy Symposia AU - Blitzkow, D AU - de Matos, A C O C AU - Campos, I O AU - Ellmann, A AU - Vanicek, P AU - Santos, Marcelo C A2 - Sideris, Michael G. Y1 - 2009 PY - 2009 DA - 2009 SP - 187 EP - 194 PB - Springer-Verlag, Berlin - Heidelberg VL - 133 SN - 0939-9585, 0939-9585 KW - forests KW - land cover KW - GEOAMA KW - statistical analysis KW - altimetry KW - geodesy KW - digital terrain models KW - Shuttle Recovery Topography Mission KW - gravity anomalies KW - South America KW - Navier-Stokes equations KW - EIGEN-GLO4S1 KW - accuracy KW - geoid KW - Amazon Basin KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50459224?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=International+Association+of+Geodesy+Symposia&rft.atitle=An+attempt+for+an+Amazon+geoid+model+using+Helmert+gravity+anomaly&rft.au=Blitzkow%2C+D%3Bde+Matos%2C+A+C+O+C%3BCampos%2C+I+O%3BEllmann%2C+A%3BVanicek%2C+P%3BSantos%2C+Marcelo+C&rft.aulast=Blitzkow&rft.aufirst=D&rft.date=2009-01-01&rft.volume=133&rft.issue=&rft.spage=187&rft.isbn=9783540854258&rft.btitle=&rft.title=International+Association+of+Geodesy+Symposia&rft.issn=09399585&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 2007 International Association of Geodesy general assembly N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2009-01-01 N1 - Number of references - 28 N1 - Document feature - illus. incl. 2 tables, sketch map N1 - Last updated - 2012-06-15 N1 - SubjectsTermNotLitGenreText - accuracy; altimetry; Amazon Basin; digital terrain models; EIGEN-GLO4S1; forests; GEOAMA; geodesy; geoid; gravity anomalies; land cover; Navier-Stokes equations; Shuttle Recovery Topography Mission; South America; statistical analysis ER - TY - JOUR T1 - The Upper Mississippi Valley lead-zinc district revisited; mining history, geology, reclamation, and environmental issues thirty years after the last mine closed AN - 50394325; 2009-068187 JF - Guidebook Series - Illinois State Geological Survey AU - Brown, Bruce A AU - Hunt, Thomas C AU - Johnson, David M AU - Reid, Daniel D Y1 - 2009 PY - 2009 DA - 2009 EP - 1 disc PB - Illinois State Geological Survey, Urbana, IL SN - 0073-5094, 0073-5094 KW - United States KW - water quality KW - mining KW - mines KW - water supply KW - Upper Mississippi Valley KW - lead ores KW - Mississippi Valley KW - reclamation KW - zinc ores KW - pollution KW - field trips KW - production KW - environmental effects KW - road log KW - history KW - metal ores KW - Wisconsin KW - lead-zinc deposits KW - 27A:Economic geology, geology of ore deposits KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50394325?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/GeoRef&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=book&rft.jtitle=&rft.atitle=&rft.au=Brown%2C+Bruce+A%3BHunt%2C+Thomas+C%3BJohnson%2C+David+M%3BReid%2C+Daniel+D&rft.aulast=Brown&rft.aufirst=Bruce&rft.date=2009-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=The+Upper+Mississippi+Valley+lead-zinc+district+revisited%3B+mining+history%2C+geology%2C+reclamation%2C+and+environmental+issues+thirty+years+after+the+last+mine+closed&rft.title=The+Upper+Mississippi+Valley+lead-zinc+district+revisited%3B+mining+history%2C+geology%2C+reclamation%2C+and+environmental+issues+thirty+years+after+the+last+mine+closed&rft.issn=00735094&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2009-01-01 N1 - Number of references - 7 N1 - PubXState - IL N1 - Document feature - illus. incl. strat. col., sketch maps N1 - SuppNotes - Guidebook for the 2009 meeting of the Geological Society of America, North-Central Section, Rockford, IL, April 2-4, 2009 N1 - Last updated - 2012-06-07 N1 - CODEN - IGSSA4 N1 - SubjectsTermNotLitGenreText - environmental effects; field trips; history; lead ores; lead-zinc deposits; metal ores; mines; mining; Mississippi Valley; pollution; production; reclamation; road log; United States; Upper Mississippi Valley; water quality; water supply; Wisconsin; zinc ores ER - TY - JOUR T1 - IDOT test loop; evaluating the field performance of various dense graded aggregates AN - 50250158; 2009-079577 JF - Proceedings - International Conference on the Bearing Capacity of Roads, Railways and Airfields AU - Heckel, G A2 - Tutumluer, Erol A2 - Al-Qadi, Imad L. Y1 - 2009 PY - 2009 DA - 2009 SP - 179 EP - 186 PB - [varies], [varies] VL - 8 KW - United States KW - crushed stone KW - experimental studies KW - aggregate KW - asphalt KW - Illinois KW - engineering properties KW - bitumens KW - foundations KW - granular materials KW - roads KW - construction materials KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50250158?accountid=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+-+International+Conference+on+the+Bearing+Capacity+of+Roads%2C+Railways+and+Airfields&rft.atitle=IDOT+test+loop%3B+evaluating+the+field+performance+of+various+dense+graded+aggregates&rft.au=Heckel%2C+G&rft.aulast=Heckel&rft.aufirst=G&rft.date=2009-01-01&rft.volume=8&rft.issue=&rft.spage=179&rft.isbn=9780415871990&rft.btitle=&rft.title=Proceedings+-+International+Conference+on+the+Bearing+Capacity+of+Roads%2C+Railways+and+Airfields&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 8th international conference on The bearing capacity of roads, railways and airfields N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2009-01-01 N1 - Number of references - 8 N1 - Document feature - illus. incl. 7 tables N1 - Last updated - 2012-06-07 N1 - CODEN - #06657 N1 - SubjectsTermNotLitGenreText - aggregate; asphalt; bitumens; construction materials; crushed stone; engineering properties; experimental studies; field studies; foundations; granular materials; Illinois; roads; United States ER - TY - JOUR T1 - Subgrade modification; practitioner's experience AN - 50250027; 2009-079569 JF - Proceedings - International Conference on the Bearing Capacity of Roads, Railways and Airfields AU - McCleary, T A2 - Tutumluer, Erol A2 - Al-Qadi, Imad L. Y1 - 2009 PY - 2009 DA - 2009 SP - 97 EP - 106 PB - [varies], [varies] VL - 8 KW - United States KW - case studies KW - stabilization KW - soil mechanics KW - foundations KW - ash KW - Illinois KW - soil treatment KW - lime KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50250027?accountid=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+-+International+Conference+on+the+Bearing+Capacity+of+Roads%2C+Railways+and+Airfields&rft.atitle=Subgrade+modification%3B+practitioner%27s+experience&rft.au=McCleary%2C+T&rft.aulast=McCleary&rft.aufirst=T&rft.date=2009-01-01&rft.volume=8&rft.issue=&rft.spage=97&rft.isbn=9780415871990&rft.btitle=&rft.title=Proceedings+-+International+Conference+on+the+Bearing+Capacity+of+Roads%2C+Railways+and+Airfields&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 8th international conference on The bearing capacity of roads, railways and airfields N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2009-01-01 N1 - Number of references - 3 N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - #06657 N1 - SubjectsTermNotLitGenreText - ash; case studies; foundations; Illinois; lime; roads; soil mechanics; soil treatment; stabilization; United States ER - TY - JOUR T1 - A comparative subgrade evaluation using CBR, vane shear, light weight deflectometer, and resilient modulus tests AN - 50248581; 2009-079564 JF - Proceedings - International Conference on the Bearing Capacity of Roads, Railways and Airfields AU - Garg, N AU - Larkin, A AU - Brar, H A2 - Tutumluer, Erol A2 - Al-Qadi, Imad L. Y1 - 2009 PY - 2009 DA - 2009 SP - 57 EP - 64 PB - [varies], [varies] VL - 8 KW - methods KW - soil mechanics KW - foundations KW - bearing capacity KW - airports KW - elastic properties KW - testing KW - mechanical properties KW - elastic constants KW - instruments KW - measurement KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50248581?accountid=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+-+International+Conference+on+the+Bearing+Capacity+of+Roads%2C+Railways+and+Airfields&rft.atitle=A+comparative+subgrade+evaluation+using+CBR%2C+vane+shear%2C+light+weight+deflectometer%2C+and+resilient+modulus+tests&rft.au=Garg%2C+N%3BLarkin%2C+A%3BBrar%2C+H&rft.aulast=Garg&rft.aufirst=N&rft.date=2009-01-01&rft.volume=8&rft.issue=&rft.spage=57&rft.isbn=9780415871990&rft.btitle=&rft.title=Proceedings+-+International+Conference+on+the+Bearing+Capacity+of+Roads%2C+Railways+and+Airfields&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 8th international conference on The bearing capacity of roads, railways and airfields N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2009-01-01 N1 - Number of references - 9 N1 - Document feature - illus. incl. 3 tables N1 - Last updated - 2012-06-07 N1 - CODEN - #06657 N1 - SubjectsTermNotLitGenreText - airports; bearing capacity; elastic constants; elastic properties; foundations; instruments; measurement; mechanical properties; methods; soil mechanics; testing ER - TY - JOUR T1 - Alternatives to heavy test rolling for cohesive subgrade assessment AN - 50248078; 2009-079563 JF - Proceedings - International Conference on the Bearing Capacity of Roads, Railways and Airfields AU - White, D J AU - Vennapusa, P K R AU - Giselman, H H AU - Johanson, L AU - Siekmeier, J A2 - Tutumluer, Erol A2 - Al-Qadi, Imad L. Y1 - 2009 PY - 2009 DA - 2009 SP - 45 EP - 55 PB - [varies], [varies] VL - 8 KW - United States KW - soil mechanics KW - Minnesota KW - embankments KW - shear strength KW - experimental studies KW - penetration tests KW - bearing capacity KW - cone penetration tests KW - mechanical properties KW - cohesive materials KW - compaction KW - foundations KW - roads KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50248078?accountid=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+-+International+Conference+on+the+Bearing+Capacity+of+Roads%2C+Railways+and+Airfields&rft.atitle=Alternatives+to+heavy+test+rolling+for+cohesive+subgrade+assessment&rft.au=White%2C+D+J%3BVennapusa%2C+P+K+R%3BGiselman%2C+H+H%3BJohanson%2C+L%3BSiekmeier%2C+J&rft.aulast=White&rft.aufirst=D&rft.date=2009-01-01&rft.volume=8&rft.issue=&rft.spage=45&rft.isbn=9780415871990&rft.btitle=&rft.title=Proceedings+-+International+Conference+on+the+Bearing+Capacity+of+Roads%2C+Railways+and+Airfields&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 8th international conference on The bearing capacity of roads, railways and airfields N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2009-01-01 N1 - Number of references - 19 N1 - Document feature - 2 tables N1 - Last updated - 2012-06-07 N1 - CODEN - #06657 N1 - SubjectsTermNotLitGenreText - bearing capacity; cohesive materials; compaction; cone penetration tests; embankments; experimental studies; field studies; foundations; mechanical properties; Minnesota; penetration tests; roads; shear strength; soil mechanics; United States ER - TY - JOUR T1 - Improving subgrade strength and pavement performance by chemical treating subgrade soils AN - 50246595; 2009-079561 JF - Proceedings - International Conference on the Bearing Capacity of Roads, Railways and Airfields AU - Bandara, N AU - Grazioli, M J A2 - Tutumluer, Erol A2 - Al-Qadi, Imad L. Y1 - 2009 PY - 2009 DA - 2009 SP - 29 EP - 36 PB - [varies], [varies] VL - 8 KW - stabilization KW - soil mechanics KW - foundations KW - experimental studies KW - ash KW - strength KW - soil treatment KW - mechanical properties KW - lime KW - roads KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50246595?accountid=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+-+International+Conference+on+the+Bearing+Capacity+of+Roads%2C+Railways+and+Airfields&rft.atitle=Improving+subgrade+strength+and+pavement+performance+by+chemical+treating+subgrade+soils&rft.au=Bandara%2C+N%3BGrazioli%2C+M+J&rft.aulast=Bandara&rft.aufirst=N&rft.date=2009-01-01&rft.volume=8&rft.issue=&rft.spage=29&rft.isbn=9780415871990&rft.btitle=&rft.title=Proceedings+-+International+Conference+on+the+Bearing+Capacity+of+Roads%2C+Railways+and+Airfields&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 8th international conference on The bearing capacity of roads, railways and airfields N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2009-01-01 N1 - Number of references - 11 N1 - Document feature - illus. incl. 5 tables N1 - Last updated - 2012-06-07 N1 - CODEN - #06657 N1 - SubjectsTermNotLitGenreText - ash; experimental studies; field studies; foundations; lime; mechanical properties; roads; soil mechanics; soil treatment; stabilization; strength ER - TY - JOUR T1 - Dust measurement to determine effectiveness of rural dust strategies AN - 50079128; 2010-024628 JF - Proceedings of the International Symposium on Cold Regions Engineering AU - Barnes, David L AU - Johnson, Ron A AU - Wies, Richard AU - Marsik, Tomas AU - Milne, Clark AU - Underbakke, Susan AU - Filler, Dennis M A2 - Mooers, Howard D. A2 - Hinzmann, John, Jr. Y1 - 2009 PY - 2009 DA - 2009 SP - 506 EP - 511 PB - ASCE, American Society of Civil Engineers, Reston, VA VL - 14 SN - 0270-546X, 0270-546X KW - United States KW - mitigation KW - experimental studies KW - clastic sediments KW - dust KW - sediments KW - rural environment KW - Alaska KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50079128?accountid=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+International+Symposium+on+Cold+Regions+Engineering&rft.atitle=Dust+measurement+to+determine+effectiveness+of+rural+dust+strategies&rft.au=Barnes%2C+David+L%3BJohnson%2C+Ron+A%3BWies%2C+Richard%3BMarsik%2C+Tomas%3BMilne%2C+Clark%3BUnderbakke%2C+Susan%3BFiller%2C+Dennis+M&rft.aulast=Barnes&rft.aufirst=David&rft.date=2009-01-01&rft.volume=14&rft.issue=&rft.spage=506&rft.isbn=9780784410721&rft.btitle=&rft.title=Proceedings+of+the+International+Symposium+on+Cold+Regions+Engineering&rft.issn=0270546X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 14th conference on Cold regions engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2010-01-01 N1 - Number of references - 6 N1 - PubXState - VA N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - Alaska; clastic sediments; dust; experimental studies; mitigation; roads; rural environment; sediments; United States ER - TY - JOUR T1 - Subgrade temperature and freezing cycles in pervious pavements AN - 50078998; 2010-024621 JF - Proceedings of the International Symposium on Cold Regions Engineering AU - Rohne, Ryan J AU - Lebens, M A A2 - Mooers, Howard D. A2 - Hinzmann, John, Jr. Y1 - 2009 PY - 2009 DA - 2009 SP - 429 EP - 437 PB - ASCE, American Society of Civil Engineers, Reston, VA VL - 14 SN - 0270-546X, 0270-546X KW - United States KW - soils KW - Minnesota KW - Albertville Minnesota KW - experimental studies KW - cold weather performance KW - durability KW - freezing KW - concrete KW - temperature KW - foundations KW - Wright County Minnesota KW - frost action KW - roads KW - construction materials KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50078998?accountid=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+International+Symposium+on+Cold+Regions+Engineering&rft.atitle=Subgrade+temperature+and+freezing+cycles+in+pervious+pavements&rft.au=Rohne%2C+Ryan+J%3BLebens%2C+M+A&rft.aulast=Rohne&rft.aufirst=Ryan&rft.date=2009-01-01&rft.volume=14&rft.issue=&rft.spage=429&rft.isbn=9780784410721&rft.btitle=&rft.title=Proceedings+of+the+International+Symposium+on+Cold+Regions+Engineering&rft.issn=0270546X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 14th conference on Cold regions engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2010-01-01 N1 - Number of references - 6 N1 - PubXState - VA N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - Albertville Minnesota; cold weather performance; concrete; construction materials; durability; experimental studies; field studies; foundations; freezing; frost action; Minnesota; roads; soils; temperature; United States; Wright County Minnesota ER - TY - JOUR T1 - An innovative sensor for assisting spring load restrictions; results of field demonstration study AN - 50075922; 2010-024620 JF - Proceedings of the International Symposium on Cold Regions Engineering AU - Yu, Xiong AU - Yu, Xinbao AU - Zhang, Bin AU - Li, Ning A2 - Mooers, Howard D. A2 - Hinzmann, John, Jr. Y1 - 2009 PY - 2009 DA - 2009 SP - 417 EP - 428 PB - ASCE, American Society of Civil Engineers, Reston, VA VL - 14 SN - 0270-546X, 0270-546X KW - soils KW - experimental studies KW - cold weather performance KW - monitoring KW - moisture KW - loading KW - freezing KW - thawing KW - TDR data KW - laboratory studies KW - frost action KW - roads KW - instruments KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50075922?accountid=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+International+Symposium+on+Cold+Regions+Engineering&rft.atitle=An+innovative+sensor+for+assisting+spring+load+restrictions%3B+results+of+field+demonstration+study&rft.au=Yu%2C+Xiong%3BYu%2C+Xinbao%3BZhang%2C+Bin%3BLi%2C+Ning&rft.aulast=Yu&rft.aufirst=Xiong&rft.date=2009-01-01&rft.volume=14&rft.issue=&rft.spage=417&rft.isbn=9780784410721&rft.btitle=&rft.title=Proceedings+of+the+International+Symposium+on+Cold+Regions+Engineering&rft.issn=0270546X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 14th conference on Cold regions engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2010-01-01 N1 - Number of references - 17 N1 - PubXState - VA N1 - Document feature - illus. incl. 3 tables N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - cold weather performance; experimental studies; field studies; freezing; frost action; instruments; laboratory studies; loading; moisture; monitoring; roads; soils; TDR data; thawing ER - TY - JOUR T1 - Spring thaw predictor and development of real time spring load restrictions AN - 50074321; 2010-024633 JF - Proceedings of the International Symposium on Cold Regions Engineering AU - Eaton, Robert A AU - Hanscom, Alan AU - Kestler, Maureen A AU - Hall, Andrew AU - Miller, Heather AU - Berg, Richard L A2 - Mooers, Howard D. A2 - Hinzmann, John, Jr. Y1 - 2009 PY - 2009 DA - 2009 SP - 551 EP - 561 PB - ASCE, American Society of Civil Engineers, Reston, VA VL - 14 SN - 0270-546X, 0270-546X KW - United States KW - soils KW - experimental studies KW - cold weather performance KW - monitoring KW - frost heaving KW - loading KW - thawing KW - temperature KW - New Hampshire KW - frost action KW - roads KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50074321?accountid=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+International+Symposium+on+Cold+Regions+Engineering&rft.atitle=Spring+thaw+predictor+and+development+of+real+time+spring+load+restrictions&rft.au=Eaton%2C+Robert+A%3BHanscom%2C+Alan%3BKestler%2C+Maureen+A%3BHall%2C+Andrew%3BMiller%2C+Heather%3BBerg%2C+Richard+L&rft.aulast=Eaton&rft.aufirst=Robert&rft.date=2009-01-01&rft.volume=14&rft.issue=&rft.spage=551&rft.isbn=9780784410721&rft.btitle=&rft.title=Proceedings+of+the+International+Symposium+on+Cold+Regions+Engineering&rft.issn=0270546X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 14th conference on Cold regions engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2010-01-01 N1 - Number of references - 2 N1 - PubXState - VA N1 - Document feature - illus. incl. 2 tables, sketch map N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - cold weather performance; experimental studies; field studies; frost action; frost heaving; loading; monitoring; New Hampshire; roads; soils; temperature; thawing; United States ER - TY - JOUR T1 - Ruggedness evaluation of the tube suction test AN - 50068735; 2010-024614 JF - Proceedings of the International Symposium on Cold Regions Engineering AU - Guthrie, W S AU - Shambaugh, J W A2 - Mooers, Howard D. A2 - Hinzmann, John, Jr. Y1 - 2009 PY - 2009 DA - 2009 SP - 356 EP - 365 PB - ASCE, American Society of Civil Engineers, Reston, VA VL - 14 SN - 0270-546X, 0270-546X KW - limestone KW - experimental studies KW - caliche KW - aggregate KW - engineering properties KW - moisture KW - grain size KW - mechanical properties KW - laboratory studies KW - size distribution KW - foundations KW - sedimentary rocks KW - granular materials KW - dielectric properties KW - frost action KW - testing KW - carbonate rocks KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50068735?accountid=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+International+Symposium+on+Cold+Regions+Engineering&rft.atitle=Ruggedness+evaluation+of+the+tube+suction+test&rft.au=Guthrie%2C+W+S%3BShambaugh%2C+J+W&rft.aulast=Guthrie&rft.aufirst=W&rft.date=2009-01-01&rft.volume=14&rft.issue=&rft.spage=356&rft.isbn=9780784410721&rft.btitle=&rft.title=Proceedings+of+the+International+Symposium+on+Cold+Regions+Engineering&rft.issn=0270546X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 14th conference on Cold regions engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2010-01-01 N1 - Number of references - 8 N1 - PubXState - VA N1 - Document feature - illus. incl. 6 tables N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - aggregate; caliche; carbonate rocks; dielectric properties; engineering properties; experimental studies; foundations; frost action; grain size; granular materials; laboratory studies; limestone; mechanical properties; moisture; roads; sedimentary rocks; size distribution; testing ER - TY - JOUR T1 - IPCC 2007 and the validity of previous sea level rise impact assessments; the case of Galveston, Texas AN - 50058720; 2010-029820 JF - Abstracts, Annual Meeting - Association of American Geographers AU - Daniels, Richard C AU - Anonymous Y1 - 2009 PY - 2009 DA - 2009 SP - 141 PB - Association of American Geographers, Washington, DC VL - 2009 SN - 0197-1700, 0197-1700 KW - United States KW - geologic hazards KW - erosion KW - shorelines KW - Texas KW - global change KW - Intergovernmental Panel on Climate Change KW - Gulf Coastal Plain KW - ice sheets KW - environmental effects KW - climate change KW - Galveston Texas KW - sea-level changes KW - transgression KW - Galveston County Texas KW - coastal environment KW - glacial geology KW - meltwater KW - global warming KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50058720?accountid=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%2C+Annual+Meeting+-+Association+of+American+Geographers&rft.atitle=IPCC+2007+and+the+validity+of+previous+sea+level+rise+impact+assessments%3B+the+case+of+Galveston%2C+Texas&rft.au=Daniels%2C+Richard+C%3BAnonymous&rft.aulast=Daniels&rft.aufirst=Richard&rft.date=2009-01-01&rft.volume=2009&rft.issue=&rft.spage=141&rft.isbn=&rft.btitle=&rft.title=Abstracts%2C+Annual+Meeting+-+Association+of+American+Geographers&rft.issn=01971700&rft_id=info:doi/ L2 - http://www.aag.org/ LA - English DB - GeoRef N1 - Conference title - Association of American Geographers 2009 annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2010-01-01 N1 - PubXState - DC N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - climate change; coastal environment; environmental effects; erosion; Galveston County Texas; Galveston Texas; geologic hazards; glacial geology; global change; global warming; Gulf Coastal Plain; ice sheets; Intergovernmental Panel on Climate Change; meltwater; sea-level changes; shorelines; Texas; transgression; United States ER - TY - JOUR T1 - Reducing flight delays through better traffic management AN - 37261930; 3930366 AB - As air traffic in the United States has grown over the last several years, traffic demand has begun to outstrip capacity. As of 2005, the Federal Aviation Administration (FAA) had no effective approach for strategically managing a weather event that has been very disruptive to the national aviation system-large-scale thunderstorms that block the major flight routes in the northeastern United States. The operations research team that supports the FAA's efforts to provide innovations in air traffic management, led by researchers at Metron Aviation, Inc. and the Volpe Transportation Center, recognized the consequence of this operational deficiency and set out to resolve it. In this paper, we show how this team (1) developed and applied system-simulation models to quantify the extent of the traffic flow management problem and convey its magnitude to the FAA and to the aviation industry; (2) designed the Airspace Flow Program (AFP), a new approach to managing air traffic that could correct the problem within the limitations of a short development cycle and a change-resistant culture; (3) designed and developed an interactive simulation system that could be and was used to refine and perfect this concept prior to deployment by developing policies on the use of a decision support system; (4) engaged FAA and airline traffic management experts in a series of interactive exercises using the simulation system to develop the final software design, operational procedures, and decision rules for deployment and use; and (5) provided a clear and convincing postdeployment benefits assessment for the new traffic management approach. The deployment of this new capability was an enormous success that both the FAA and the airline community heralded widely. The postdeployment impact assessment showed benefits to the aircraft operators and the flying public of almost $190 million in 2006 and 2007, the first two years of use, compared to less than $5 million in design and development costs. Broader usage of AFPs and new applications for them show a projected 10-year benefit of approximately $2.8 billion. Reprinted by permission of the Institute for Operations Research and Management Science (INFORMS) JF - Interfaces AU - Sud, Ved P AU - Tanino, Midori AU - Wetherly, James AU - Brennan, Michael AU - Lehky, Miro AU - Howard, Ken AU - Oiesen, Rick AD - US Federal Aviation Administration, Washington DC Y1 - 2009/01// PY - 2009 DA - Jan 2009 SP - 35 EP - 45 VL - 39 IS - 1 SN - 0092-2102, 0092-2102 KW - Economics KW - Logistics KW - Simulation KW - Air transport KW - Operations research KW - Transport economics KW - U.S.A. UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/37261930?accountid=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=Interfaces&rft.atitle=Reducing+flight+delays+through+better+traffic+management&rft.au=Sud%2C+Ved+P%3BTanino%2C+Midori%3BWetherly%2C+James%3BBrennan%2C+Michael%3BLehky%2C+Miro%3BHoward%2C+Ken%3BOiesen%2C+Rick&rft.aulast=Sud&rft.aufirst=Ved&rft.date=2009-01-01&rft.volume=39&rft.issue=1&rft.spage=35&rft.isbn=&rft.btitle=&rft.title=Interfaces&rft.issn=00922102&rft_id=info:doi/10.1287%2Finte.1080.0417 LA - English DB - International Bibliography of the Social Sciences (IBSS) N1 - Date revised - 2013-06-12 N1 - Last updated - 2013-09-16 N1 - SubjectsTermNotLitGenreText - 12940 4025; 897 12937; 11670; 8951 10902; 7530 10259; 433 293 14 DO - http://dx.doi.org/10.1287/inte.1080.0417 ER - TY - JOUR T1 - 2008 Franz Edelman award for achievement in operations research and the management sciences AN - 37260503; 3930733 JF - Interfaces AU - Denton, Brian T AU - Sodhi, ManMohan S AU - Kroon, Leo AU - Huisman, Dennis AU - Abbink, Erwin AU - Fioole, Pieter-Jan AU - Fischetti, Matteo AU - Maróti, Gábor AU - Schrijver, Alexander AU - Steenbeek, Adri AU - Ybema, Roelof AU - Eveborn, Patrik AU - Rönnqvist, Mikael AU - Einarsdóttir, Helga AU - Eklund, Mats AU - Lidén, Karin AU - Almroth, Marie AU - Sud, Ved P AU - Tanino, Midori AU - Wetherly, James AU - Brennan, Michael AU - Lehky, Miro AU - Howard, Ken AU - Oiesen, Rick AU - Rømo, Frode AU - Tomasgard, Asgeir AU - Hellemo, Lars AU - Fodstad, Marte AU - Eidesen, Bjørgulf Haukelidsæter AU - Pedersen, Birger AU - Murray, Regan AU - Hart, William E AU - Phillips, Cynthia A AU - Berry, Jonathan AU - Boman, Erik G AU - Carr, Robert D AU - Riesen, Lee Ann AU - Watson, Jean-Paul AU - Haxton, Terra AU - Herrmann, Jonathan G AU - Janke, Robert AU - Gray, George AU - Taxon, Thomas AU - Uber, James G AU - Morley, Kevin M AU - Rai, Sudhendu AU - Duke, Charles B AU - Lowe, Vaughn AU - Quan-Trotter, Cyndi AU - Scheermesser, Thomas AD - North Carolina State University ; Netherlands Railways ; Università degli Studi di Padova ; Erasmus University Rotterdam ; University of Amsterdam ; Safiro Software Solutions ; Norwegian School of Economics and Business Administration ; US Federal Aviation Administration, Washington DC ; Norwegian University of Science and Technology ; US Environmental Protection Agency ; Sandia National Laboratories ; University of Cincinnati ; American Water Works Association Y1 - 2009/01// PY - 2009 DA - Jan 2009 SP - 1 EP - 108 VL - 39 IS - 1 SN - 0092-2102, 0092-2102 KW - Economics KW - US Environmental Protection Agency KW - Xerox KW - Health economics KW - Programming KW - Printing industry KW - Simulation KW - Transport economics KW - Production management KW - U.S.A. KW - Water quality KW - Natural gas KW - Health services KW - Business studies KW - Logistics KW - Water management KW - Railway transport KW - Energy industry KW - Industrial productivity KW - Air transport KW - Care of the aged KW - Operations research KW - Norway KW - Netherlands KW - Sweden UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/37260503?accountid=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=Interfaces&rft.atitle=2008+Franz+Edelman+award+for+achievement+in+operations+research+and+the+management+sciences&rft.au=Denton%2C+Brian+T%3BSodhi%2C+ManMohan+S%3BKroon%2C+Leo%3BHuisman%2C+Dennis%3BAbbink%2C+Erwin%3BFioole%2C+Pieter-Jan%3BFischetti%2C+Matteo%3BMar%C3%B3ti%2C+G%C3%A1bor%3BSchrijver%2C+Alexander%3BSteenbeek%2C+Adri%3BYbema%2C+Roelof%3BEveborn%2C+Patrik%3BR%C3%B6nnqvist%2C+Mikael%3BEinarsd%C3%B3ttir%2C+Helga%3BEklund%2C+Mats%3BLid%C3%A9n%2C+Karin%3BAlmroth%2C+Marie%3BSud%2C+Ved+P%3BTanino%2C+Midori%3BWetherly%2C+James%3BBrennan%2C+Michael%3BLehky%2C+Miro%3BHoward%2C+Ken%3BOiesen%2C+Rick%3BR%C3%B8mo%2C+Frode%3BTomasgard%2C+Asgeir%3BHellemo%2C+Lars%3BFodstad%2C+Marte%3BEidesen%2C+Bj%C3%B8rgulf+Haukelids%C3%A6ter%3BPedersen%2C+Birger%3BMurray%2C+Regan%3BHart%2C+William+E%3BPhillips%2C+Cynthia+A%3BBerry%2C+Jonathan%3BBoman%2C+Erik+G%3BCarr%2C+Robert+D%3BRiesen%2C+Lee+Ann%3BWatson%2C+Jean-Paul%3BHaxton%2C+Terra%3BHerrmann%2C+Jonathan+G%3BJanke%2C+Robert%3BGray%2C+George%3BTaxon%2C+Thomas%3BUber%2C+James+G%3BMorley%2C+Kevin+M%3BRai%2C+Sudhendu%3BDuke%2C+Charles+B%3BLowe%2C+Vaughn%3BQuan-Trotter%2C+Cyndi%3BScheermesser%2C+Thomas&rft.aulast=Denton&rft.aufirst=Brian&rft.date=2009-01-01&rft.volume=39&rft.issue=1&rft.spage=1&rft.isbn=&rft.btitle=&rft.title=Interfaces&rft.issn=00922102&rft_id=info:doi/ LA - English DB - International Bibliography of the Social Sciences (IBSS) N1 - Date revised - 2013-06-12 N1 - SuppNotes - Collection of 7 articles N1 - Last updated - 2013-09-16 N1 - SubjectsTermNotLitGenreText - 1880 10902 1841; 10262 7625; 8951 10902; 7530 10259; 12940 4025; 10599 12937 10600 12941 10453; 10321; 2027 654; 5778 4025; 5792 10484; 11670; 897 12937; 8561 5411; 4257 6431; 13472 7625; 13480 13484 13467 9511 4309; 10172 6431; 6398 10280; 275 462 129; 407 302 129 370; 433 293 14; 306 302 129 370 ER - TY - JOUR T1 - Development and Application of Macroscopic Emission Model for China AN - 21318065; 11680230 AB - A macroscopic emission model is an important tool in a wide-area emission assessment, which is typically used to calculate and develop a national or regional emission inventory. China has had its own emission models. The use of modified versions of U.S. or European models, which has been the practice in the past, can lead to significant errors in emission estimates. This paper attempts to develop a macroscopic emission model for China on the basis of a combined use of real-world emission data collected in China and some supplementary modeling data from MOBILE. The paper first analyzes the fundamental features and calculation logic of existing models, the basis of the structure and modeling framework of the proposed macroscopic emission model for China. Then, a detailed description of the data collection, data analysis, and calculation processes of the key modules is presented. Subsequently, the paper implements the model by using Visual Basic computer language and the Microsoft Access database, which provide two data input approaches: default parameters and user-provided parameters. These approaches offer model flexibility and improve the model's regional applicability and output accuracy. Finally, a case study of the proposed model for estimating emissions for Beijing in 2008 is presented. Through use of the same data set, the outputs generated by the proposed model are compared with outputs from MOBILE6.2. The emission model developed in this research is shown to reflect the real-world emission level in China better than MOBILE6.2. Show References JF - Transportation Research Record AU - Yu, Lei AU - Xu, Yaofang AU - Song, Guohua AU - Hao, Yanzhao AU - Guo, Shuxia AU - Shi, Qinyi AD - Department of Transportation Studies, Texas Southern University, Beijing Jiaotong University, 3100 Cleburne Avenue, Houston, TX 77004, and China Y1 - 2009 PY - 2009 DA - 2009 SP - 66 EP - 75 PB - Transportation Research Board VL - 2123 SN - 0361-1981, 0361-1981 KW - Pollution Abstracts KW - China, People's Rep., Beijing KW - Data collection KW - case studies KW - USA KW - Emission inventories KW - Transportation KW - Emissions KW - P 0000:AIR POLLUTION UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21318065?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Apollution&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research+Record&rft.atitle=Development+and+Application+of+Macroscopic+Emission+Model+for+China&rft.au=Yu%2C+Lei%3BXu%2C+Yaofang%3BSong%2C+Guohua%3BHao%2C+Yanzhao%3BGuo%2C+Shuxia%3BShi%2C+Qinyi&rft.aulast=Yu&rft.aufirst=Lei&rft.date=2009-01-01&rft.volume=2123&rft.issue=&rft.spage=66&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2123-08 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-01-01 N1 - Last updated - 2011-12-14 N1 - SubjectsTermNotLitGenreText - case studies; Emission inventories; Data collection; Transportation; Emissions; China, People's Rep., Beijing; USA DO - http://dx.doi.org/10.3141/2123-08 ER - TY - JOUR T1 - Real-Time Detection of Hazardous Traffic Events on Freeways AN - 21286959; 11680174 AB - A novel surveillance system to detect hazardous traffic events on freeways is presented. This study developed a methodology to evaluate freeway safety performance on the basis of vehicle trajectory data and a prototype implementation. An important feature of this study is to capture unsafe traffic situations of car-following and lane-changing events, which potentially lead to collisions. The proposed methodology used a real-time safety index based on the concept of safe stopping distance and time to collision. A video image processing-based detection system using a long-distance tracing algorithm was also developed to implement the proposed methodology. The outcomes of this study would be valuable for freeway traffic operators in evaluating traffic conditions in terms of safety in real time. The system is expected to be used to support the development of effective traffic management strategies for safety enhancement on freeways. Show References JF - Transportation Research Record AU - Oh, Cheol AU - Oh, Jutaek AU - Min, Joonyoung AD - Department of Transportation Systems Engineering, Hanyang University at Ansan, Sa1-dong, Sangnok-gu, Ansan-City, Kyunggi-do, 426-791, South Korea Y1 - 2009 PY - 2009 DA - 2009 SP - 35 EP - 44 PB - Transportation Research Board VL - 2129 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts KW - prototypes KW - Highways KW - traffic safety KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21286959?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research+Record&rft.atitle=Real-Time+Detection+of+Hazardous+Traffic+Events+on+Freeways&rft.au=Oh%2C+Cheol%3BOh%2C+Jutaek%3BMin%2C+Joonyoung&rft.aulast=Oh&rft.aufirst=Cheol&rft.date=2009-01-01&rft.volume=2129&rft.issue=&rft.spage=35&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2129-05 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-01-01 N1 - Last updated - 2011-12-14 N1 - SubjectsTermNotLitGenreText - prototypes; Highways; traffic safety DO - http://dx.doi.org/10.3141/2129-05 ER - TY - JOUR T1 - Overview and Comparison of Nationwide Underwater Bridge Inspection Practices AN - 21243788; 11300919 AB - The National Bridge Inspection Standards (NBIS) were originally created in 1971 and subsequently updated in 1988 and 2004 (effective 2005). The U.S. Code (23USC151) and the Code of Federal Regulations (23CFR650 Subpart C) outline the national bridge inspection program. FHWA requires that all highway bridges with a submerged substructure be inspected underwater to assess the structural integrity with certainty. Since each state program manager has the responsibility and authority to manage his or her own program under the federal regulations, a variety of local policies, procedures, and techniques are currently employed across the United States, which all comply with the NBIS. An overview is provided of nationwide activities, and underwater inspection techniques and methods used by various states are compared. All underwater inspection techniques and methods are described in detail, with the associated advantages and limitations of each discussed. Also discussed are various state-specific policies on underwater inspector qualifications, underwater inspection intervals, data-gathering techniques, inspection report content, and state policies for non-NBIS-covered structures less than 20 ft long. Historical data on trends for managing underwater inspection programs are reviewed, and future anticipated trends are discussed. Although railway bridges, ferry terminals, and port facilities are not discussed, many underwater inspection techniques and methods are also frequently used on those transportation structures by their maintaining agencies. Data would be informative to all program managers dealing with underwater inspection work. Show References JF - Transportation Research Record AU - Strock, Thomas AU - Browne, Terence M AD - Federal Highway Administration, 525 Junction Road, Suite 8000, Madison, WI 53717 Y1 - 2009///0, PY - 2009 DA - 0, 2009 SP - 97 EP - 106 PB - Transportation Research Board VL - 2108 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts KW - Historical account KW - Federal regulations KW - Bridges KW - Structural analysis KW - inspection KW - USA KW - Transportation KW - Reviews KW - Railroads KW - State programs KW - State policies KW - Highways KW - responsibility KW - H 15000:Civil/Structural Engineering UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21243788?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research+Record&rft.atitle=Overview+and+Comparison+of+Nationwide+Underwater+Bridge+Inspection+Practices&rft.au=Strock%2C+Thomas%3BBrowne%2C+Terence+M&rft.aulast=Strock&rft.aufirst=Thomas&rft.date=2009-01-01&rft.volume=2108&rft.issue=&rft.spage=97&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2108-11 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-02-01 N1 - Last updated - 2016-05-24 N1 - SubjectsTermNotLitGenreText - Historical account; Federal regulations; Transportation; Bridges; Railroads; Reviews; State programs; Structural analysis; State policies; inspection; Highways; responsibility; USA DO - http://dx.doi.org/10.3141/2108-11 ER - TY - RPRT T1 - Decreases in Collision Risk and Derailments Attributed to Changing At-Risk Behavior Process at Union Pacific AN - 21121082; 11332598 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. Beginning in September 2005, CAB initially targeted improving practices associated with road-crew attention. Over two years since the start of this effort, SASU showed significant 72 percent drop in decertification rates, a proxy for collisions, that are likely to be related to crew attention, namely failure to stop for a red signal aspect, violation of main track authority, and speeding. The other service units in the same region showed no significant change in such decertifications. Beginning in October 2006, CAB expanded its focus to operations in the yard. At the time of this evaluation, there was a strong implementation at the Eagle Pass yard, a moderate implementation in the yards within the city of San Antonio, and no implementation at other yards in the service unit. Since CAB switching started, human-factors derailment rates decreased 69 percent (i.e., improved 319 percent) at the Eagle Pass yard. No significant changes occurred for the City of San Antonio or the non-CAB yards. JF - Decreases in Collision Risk and Derailments Attributed to Changing At-Risk Behavior Process at Union Pacific. [vp]. 2009. Y1 - 2009 PY - 2009 DA - 2009 PB - U.S. Department of Transportation, 1200 New Jersey Avenue SE Washington DC 20590 USA KW - Risk Abstracts; Health & Safety Science Abstracts KW - risk reduction KW - Behavior KW - ISE, Chile, Atacama, San Antonio KW - Railroads KW - I, Pacific KW - Human factors KW - Research programs KW - Urban areas KW - Technology KW - R2 23020:Technological risks KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21121082?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=2009-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Decreases+in+Collision+Risk+and+Derailments+Attributed+to+Changing+At-Risk+Behavior+Process+at+Union+Pacific&rft.title=Decreases+in+Collision+Risk+and+Derailments+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 - RPRT T1 - A Practical Risk Assessment Methodology for Safety-Critical Train Control Systems AN - 21119895; 11332600 AB - This project has two objectives: one is to develop a methodology for quantitative risk analysis of a proposed safety-critical train control system (proposed case), and the other is to build a software tool to help automate the process of data preparation and risk comparison between the current system operation (base case) and the proposed case. This comparison enables the calculation of tolerable hazard rates that the proposed system must be designed not to exceed. That is, the proposed safety-critical train control system will be at least as safe as the system it replaces, in accordance with the requirements of Title 49 Code of Federal Regulations Part 236 Subpart H. The Practical Risk Assessment Methodology (PRAM) is a cause-consequence analysis supported by event tree analyses, and by statistical analysis of available historical data from FRA's Railroad Accident/Incident Reporting System (RAIRS). First, the accident probabilities and consequences are calculated for each hazard, and then the collective risks are calculated in the form of total cost of accidents per train-mile for the base case and proposed system. The use of a standard tool makes this iterative process transparent to all reviewers. Where a lack of data exists for new systems, this standard process allows the user to collect new data and test new scenarios, and at the same time, maintain the data references between the old and new scenarios. JF - A Practical Risk Assessment Methodology for Safety-Critical Train Control Systems. [vp]. 2009. Y1 - 2009 PY - 2009 DA - 2009 PB - U.S. Department of Transportation, 1200 New Jersey Avenue SE Washington DC 20590 USA KW - Risk Abstracts; Health & Safety Science Abstracts KW - Risk assessment KW - Historical account KW - Federal regulations KW - Safety systems KW - Computer programs KW - Accidents KW - Control systems KW - Railroads KW - R2 23020:Technological risks KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21119895?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=2009-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=A+Practical+Risk+Assessment+Methodology+for+Safety-Critical+Train+Control+Systems&rft.title=A+Practical+Risk+Assessment+Methodology+for+Safety-Critical+Train+Control+Systems&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 - RPRT T1 - Locomotive Exhaust Emissions AN - 21112231; 11332601 AB - The Federal Railroad Administration (FRA) funded a project to conduct locomotive emissions measurement tests using a portable, heavy-duty diesel truck emissions measurement system. Based on the quality of the data collected, the conclusion is the tested equipment can be adapted and/or enhanced for locomotive emissions measurement. This research was funded by FRA in order to improve public and railroad personnel safety as well as to develop a complete locomotive emissions measurement system that would be portable, easy to use, and applicable for both stationary and over-the-road testing. Particulate matter and smoke measurements were not included in the project due to complexities and limited funding. Emissions measurement of locomotives requires extensive preparation in instrumentation, data reduction and analysis. Insofar as the instrumentation is concerned, the use of a compact, lightweight, easy to use, and integrated emissions measurement system greatly reduces this complexity. A portable emissions measurement system that is used in the heavy-duty diesel truck industry was procured for the project. For data reduction, custom spreadsheets were developed to combine engine performance information with raw emissions concentration data in order to generate brake-specific and duty cycle emissions rates and successfully used them in post-processing emissions data. A portable system was developed wherein the emissions and auxiliary instrumentation is transported in a cargo van and parked next to the locomotive for use. This arrangement allows for efficient and portable measuring of locomotive emissions. The setup and measurement portion of an emissions test can be completed in 1-2 days using this system; a significant improvement over current logistics where the locomotive has to be taken out of service, and can result in significant revenue loss to railroads and car owners. Based on the test results, it appears that the tested system can be adapted to provide for an efficient means of measuring locomotive emissions. JF - Locomotive Exhaust Emissions. [vp]. 2009. Y1 - 2009 PY - 2009 DA - 2009 PB - U.S. Department of Transportation, 1200 New Jersey Avenue SE Washington DC 20590 USA KW - Pollution Abstracts KW - locomotives KW - Particulates KW - data reduction KW - Smoke KW - Railroads KW - Emission measurements KW - Trucks KW - Diesel engines KW - Exhaust emissions KW - P 0000:AIR POLLUTION UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21112231?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Pollution+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=2009-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Locomotive+Exhaust+Emissions&rft.title=Locomotive+Exhaust+Emissions&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 - Trees, Lighting, and Safety in Context-Sensitive Solutions AN - 21105158; 11301054 AB - The negative impact of trees on the performance of lighting systems is widely assumed but not particularly quantified. The positive impact of trees with their social, economic, environmental, and experiential benefits is also well known and one of the staples in context-sensitive solutions for transportation projects. This paper looks at the issue of trees and lighting and tries to quantify the possible impacts and to develop tools for planners, administrators, road authorities, and the professionals who design, install, and maintain trees, landscaping, and lighting equipment. Because of conditions at the test site, a focus on the pedestrian environment was chosen for this study, although the results generally apply to the roadway environment. The subject is complex and not simply addressed so this initial work focuses on identifying whether there is really an issue, what variables to consider, and what course to recommend for future investigation. Show References JF - Transportation Research Record AU - Hasson, Patrick AU - Bradley, Scott AU - Walvatne, Paul AU - Lutkevich, Paul AU - Leone, Chris AD - Federal Highway Administration, 19900 Governors Drive, Suite 301, Olympia Fields, IL 60461 Y1 - 2009 PY - 2009 DA - 2009 SP - 101 EP - 111 PB - Transportation Research Board VL - 2120 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21105158?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research+Record&rft.atitle=Trees%2C+Lighting%2C+and+Safety+in+Context-Sensitive+Solutions&rft.au=Hasson%2C+Patrick%3BBradley%2C+Scott%3BWalvatne%2C+Paul%3BLutkevich%2C+Paul%3BLeone%2C+Chris&rft.aulast=Hasson&rft.aufirst=Patrick&rft.date=2009-01-01&rft.volume=2120&rft.issue=&rft.spage=101&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2120-11 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-12-01 N1 - Last updated - 2011-12-14 DO - http://dx.doi.org/10.3141/2120-11 ER - TY - JOUR T1 - Strategy Implementation by State Transportation Agencies to Maintain Work Zone Mobility and Safety AN - 21074518; 11129750 AB - Mitigation strategies for work zone congestion are used by transportation agencies to manage or reduce congestion through a work zone as part of the project's transportation management plan. The objective of this research is to assist agencies'strategy selection by identifying strategies used by state transportation agencies (STAs) nationwide and their experiences. An online survey was developed to identify current, past, and future strategy implementation for projects similar to four developed scenarios: rural reconstruction, rural resurfacing, urban reconstruction, and urban resurfacing projects. The survey received 42 responses from individuals representing 28 states (responses were received from multiple districts or regions from a few states). It was found that agencies used several strategies to address different aspects of mobility and safety. Strategy selection varied between facility location and work activity. STAs also provided strategies that failed to meet expectations and identified strategies their agency plans to implement in the future. Based on the survey results and gaps in current literature, recommendations for strategy selection and future research are provided. JF - Transportation Research Record AU - Wiegand, Jonathan D AU - Maze, T H AD - Federal Highway Administration-Nebraska Division, Federal Building, Room 220, 100 Centennial Mall North, Lincoln, NE 68508 Y1 - 2009 PY - 2009 DA - 2009 SP - 3 EP - 13 PB - Transportation Research Board VL - 2107 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts KW - mitigation KW - Transportation KW - management plans KW - Mobility KW - Rural areas KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21074518?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research+Record&rft.atitle=Strategy+Implementation+by+State+Transportation+Agencies+to+Maintain+Work+Zone+Mobility+and+Safety&rft.au=Wiegand%2C+Jonathan+D%3BMaze%2C+T+H&rft.aulast=Wiegand&rft.aufirst=Jonathan&rft.date=2009-01-01&rft.volume=2107&rft.issue=&rft.spage=3&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2107-01 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-11-01 N1 - Last updated - 2011-12-14 N1 - SubjectsTermNotLitGenreText - Transportation; Rural areas; Mobility; management plans; mitigation DO - http://dx.doi.org/10.3141/2107-01 ER - TY - RPRT T1 - WHITTON EXPRESSWAY, JEFFERSON CITY, COLE COUNTY, MISSOURI. AN - 16384769; 14271 AB - PURPOSE: Modifications to existing portions of US 50/63 (Whitton Expressway) and the local street network in Cole County, Missouri are proposed. The Whitton Expressway is located in central Jefferson City near the downtown business district, the Missouri State Penitentiary (MSP) redevelopment site, the Old Munichberg and Central East Side neighborhoods, and the campus of Lincoln University. The study corridor boundaries represent logical limits for transportation improvements due to the transitions in roadway types from freeway to urban arterial and back to freeway. These transitions lead to traffic operation deficiencies involving unsatisfactory handling of high traffic volumes and the associated traffic congestion, especially during peak periods. The Whitton Expressway portion of the study corridor is approximately three miles long. The corridor boundaries are Bolivar Street, just east of the Tri-level interchange, eastward to the Eastland Drive interchange and from 300 feet south of the expressway north to McCarty Street. The portion of the study corridor looking at access to the MSP site includes portions of downtown and the Central East Side between McCarty Street and the prison. Key issues identified during scoping include those related to historic properties, neighborhood cohesion, pedestrian access, and accessibility to businesses and institutions. In addition to a No Build Alternative, three mainline Whitton Expressway concepts and three prison access concepts are advanced as reasonable alternatives in this draft EIS. Under mainline Alternative 4, an elevated viaduct starting just east of Broadway and returning to grade near the Jackson overpass would be constructed. Alternative 5 would involve construction of a parkway with a wide median and additional travel lanes; an optional elevated structure would carry through traffic separate from local traffic if deemed necessary. Under Alternative 6, a north-south overpass at Madison Street would be constructed and improvements would be made at Jefferson and Monroe. Under Alternative A for improved prison access, a new half-diamond interchange on Whitton Expressway at Lafayette Street would be constructed and Lafayette would be widened to four or five lanes. Alternative D would utilize a new half-diamond interchange at Lafayette and realign Clark Avenue. Alternative G would include a slight permutation of Alternative D and would involve construction of a full diamond interchange at Lafayette, instead of the half-diamond interchange. Access from Clark Avenue would remain the same. The preferred alternative is a combination of Alternative 6, the Madison Street overpass option, and Alternative G. POSITIVE IMPACTS: Implementation of the proposed action would improve roadway capacity, traffic operations, and traffic safety. Structural engineering would reduce the opportunities for head-on crashes and add room for recovery or avoidance of obstacles. Access to MSP, Lincoln University, and Jefferson City High School would be improved. NEGATIVE IMPACTS: Full build-out of the preferred alternative would: directly affect historic resources such as the Craftsman/Monastary district and the property of the Lincoln University President's House; acquire the Quinn Chapel AME church; alter access to several downtown businesses; fully acquire 25 residences and 4 business properties; and partially acquire 16 residences and 4 business properties. Right-of-way acquisition and construction would have the potential to impact a population that includes 38 percent minority individuals and take an historic district associated with the African American Foot neighborhood. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 090452, draft EIS--94 pages and maps, Appendices--CD-ROM, 2009 PY - 2009 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-09-03-D KW - Central Business Districts KW - Environmental Justice KW - Highways KW - Historic Districts KW - Historic Sites KW - Parks KW - Prisons KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 401 Permits 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/16384769?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WHITTON+EXPRESSWAY%2C+JEFFERSON+CITY%2C+COLE+COUNTY%2C+MISSOURI.&rft.title=WHITTON+EXPRESSWAY%2C+JEFFERSON+CITY%2C+COLE+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 - Draft. Preparation date: 2009 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - New Criterion and Tool for Caltrans Seismic Hazard Characterization T2 - 2008 Fall Meeting of the American Geophysical Union (AGU 2008) AN - 42561097; 5467166 JF - 2008 Fall Meeting of the American Geophysical Union (AGU 2008) AU - Shantz, T AU - Merriam, M AU - Turner, L AU - Chiou, B AU - Liu, X Y1 - 2008/12/15/ PY - 2008 DA - 2008 Dec 15 KW - Hazards UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/42561097?accountid=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=2008+Fall+Meeting+of+the+American+Geophysical+Union+%28AGU+2008%29&rft.atitle=New+Criterion+and+Tool+for+Caltrans+Seismic+Hazard+Characterization&rft.au=Shantz%2C+T%3BMerriam%2C+M%3BTurner%2C+L%3BChiou%2C+B%3BLiu%2C+X&rft.aulast=Shantz&rft.aufirst=T&rft.date=2008-12-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2008+Fall+Meeting+of+the+American+Geophysical+Union+%28AGU+2008%29&rft.issn=&rft_id=info:doi/ L2 - http://www.agu.org/cgi-bin/sessions5?meeting=fm08 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-04-06 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - NORTH HILLSIDE ROAD EXTENSION, MANSFIELD, CONNECTICUT. AN - 36344277; 13667 AB - PURPOSE: The extension of North Hillside Road on the Storrs campus of the University of Connecticut from its current terminus northward to US 44 in the town of Mansfield, Connecticut is proposed. The existing two-lane North Hillside Road extends from North Eagleville Road (State Route 430) to a point just north of the Charter Apartments. The roadway extension has been contemplated since the 1970s, when the North Campus core area was considered for the development of a research and technology park. In 2005, approximately $6.0 million was appropriated by the federal government for the construction of North Hillside Road. The proposed 3,400-foot extension of the North Hillside Road would pass through a tract of land adjacent to the Storrs core academic campus, known as the North Campus, to US 44 between two parcels occupied by New Alliance Bank and Bank of America across from Professional Park Drive, creating a four-way intersection, approximately 2,000 feet west of Route 195 (Storrs Road). US 44 would be widened at the intersection with the proposed North Hillside Road Extension to add exclusive east bound and westbound left-turn lanes, an eastbound right-turn lane and a new traffic signal. The North Hillside Road approach to this intersection would be treated as a primary university entrance, with appropriate signage, boulevard median plantings, and landscaping. Five alignment alternatives and a No Action Alternative are considered in this draft EIS. POSITIVE IMPACTS: The new roadway would provide an alternative entrance to the university, relieve traffic congestion on surrounding roads, and facilitate the development of the North Campus core area. Expected research facility developments in the North Campus area would result in a significant contribution to local employment rolls, with a potential for the creation of 2,803 jobs. NEGATIVE IMPACTS: New rights-of-way development would displace less than one acre of prime farmland soils to be replaced by 36.3 acres of farmland within the campus. Three forested wetland areas, encompassing .034 acres of wetlands, would be filled, though this impact would be mitigated by the creation of 2.2 acres of wetland elsewhere. Additional traffic generated by the developments expected in the North Campus area would significantly reduce the level of service at several local intersections. Noise levels along the new facility would increase by only 2.2 decibels on the A-weighted scale, but remain well below federal limits. Three we LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 080529, 378 pages and maps, December 15, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FHWA-CT-EIS-08-01-D KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Farmlands KW - Impact Assessment Methodology KW - Noise Assessments KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Universities KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Connecticut KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344277?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-04-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LAYTON+INTERCHANGE%2C+LAYTON+CITY%2C+DAVIS+COUNTY%2C+OHIO.&rft.title=LAYTON+INTERCHANGE%2C+LAYTON+CITY%2C+DAVIS+COUNTY%2C+OHIO.&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: December 15, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-295/I-76/ROUTE 42 DIRECT CONNECTION, BOROUGH OF BELLMAWR, BOROUGH OF MOUNT EPHRAIM, AND GLOUCESTER CITY, CAMDEN COUNTY, NEW JERSEY. [Part 1 of 3] T2 - I-295/I-76/ROUTE 42 DIRECT CONNECTION, BOROUGH OF BELLMAWR, BOROUGH OF MOUNT EPHRAIM, AND GLOUCESTER CITY, CAMDEN COUNTY, NEW JERSEY. AN - 756825187; 13663-080525_0001 AB - PURPOSE: The reconstruction of the Interstate 295 (I-295)/I-76/Route 42 interchange, located in Borough of Bellmawr, Borough of Mount Ephraim, and Gloucester City, Camden County, New Jersey is proposed. The interchange corridor experiences congestion and has an accident rate that is more than seven times the state average for facilities of this class due to high traffic volumes, complex lane configuration, and through-traffic weaving movements. Six alternatives, including a No-Build Alternative, are considered in this final EIS. All build alternatives follow a similar alignment across the northwestern corner of New St. Mary's Cemetery. Alternative D, which is the preferred alternative, would provide a direct connection for I-295 that crosses over I076/Route 42, thereby eliminating Al Jo's Curve entirely. Alternative D1 would resemble Alternative D, except it would retain Al Jo's Curve for use as a ramp from I-295 southbound to Route 42 southbound. Alternative G2 would utilize a double-decker highway design, with I-295 southbound atop I-295 northbound. Alternative H1 would resemble Alternative G2, except that H1 would retain Al Joe's Curve for use as a ramp from I-295 southbound to Route 42 southbound. Alternative K would provide for a direct connection for I-295 that would cross under I-76/Route 42, thereby eliminating Al Jo's Curve entirely. POSITIVE IMPACTS: The proposed action would improve safety within the interchange by replacing the existing substandard structure with a system that would meet interstate standards for geometric design. The interchange would provide a direct connection for through traffic on I-295 with a design speed consistent with that of the interchange's approach roadways. In addition, the project would reduce congestion on local arterials such as Route 168 and US 130 and decrease commuter traffic on neighborhood streets, thereby improving local traffic mobility, pedestrian safety, and the level of service on I-295. Noise levels would decrease and ambient air quality would improve. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of up to 13 residences, possibly one business and, for all action alternatives, five community facilities. Floodplain and wetlands would be displaced. Traffic generated noise levels in the vicinity of the interchange would exceed federal standards at 145 to 216 residential receptor sites. Existing noise walls would be removed in some areas, resulting in exacerbation of noise standard violations. The Bellmawr Park Mutual Housing Historic District would suffer due to demolition of contributing structures and the introduction of the interchange into the area. The project would encroach on New St. Mary's Cemetery and other areas likely to contain hazardous wastes. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0071D, Volume 32, Number 1. JF - EPA number: 080525, 321 pages (oversize, December 12, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-07-01-F KW - Air Quality Assessments KW - Biologic Surveys KW - Cemeteries KW - Floodplains KW - Health Hazard Analyses KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wetlands KW - New Jersey 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, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825187?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-295%2FI-76%2FROUTE+42+DIRECT+CONNECTION%2C+BOROUGH+OF+BELLMAWR%2C+BOROUGH+OF+MOUNT+EPHRAIM%2C+AND+GLOUCESTER+CITY%2C+CAMDEN+COUNTY%2C+NEW+JERSEY.&rft.title=I-295%2FI-76%2FROUTE+42+DIRECT+CONNECTION%2C+BOROUGH+OF+BELLMAWR%2C+BOROUGH+OF+MOUNT+EPHRAIM%2C+AND+GLOUCESTER+CITY%2C+CAMDEN+COUNTY%2C+NEW+JERSEY.&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: December 12, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-295/I-76/ROUTE 42 DIRECT CONNECTION, BOROUGH OF BELLMAWR, BOROUGH OF MOUNT EPHRAIM, AND GLOUCESTER CITY, CAMDEN COUNTY, NEW JERSEY. [Part 2 of 3] T2 - I-295/I-76/ROUTE 42 DIRECT CONNECTION, BOROUGH OF BELLMAWR, BOROUGH OF MOUNT EPHRAIM, AND GLOUCESTER CITY, CAMDEN COUNTY, NEW JERSEY. AN - 756825175; 13663-080525_0002 AB - PURPOSE: The reconstruction of the Interstate 295 (I-295)/I-76/Route 42 interchange, located in Borough of Bellmawr, Borough of Mount Ephraim, and Gloucester City, Camden County, New Jersey is proposed. The interchange corridor experiences congestion and has an accident rate that is more than seven times the state average for facilities of this class due to high traffic volumes, complex lane configuration, and through-traffic weaving movements. Six alternatives, including a No-Build Alternative, are considered in this final EIS. All build alternatives follow a similar alignment across the northwestern corner of New St. Mary's Cemetery. Alternative D, which is the preferred alternative, would provide a direct connection for I-295 that crosses over I076/Route 42, thereby eliminating Al Jo's Curve entirely. Alternative D1 would resemble Alternative D, except it would retain Al Jo's Curve for use as a ramp from I-295 southbound to Route 42 southbound. Alternative G2 would utilize a double-decker highway design, with I-295 southbound atop I-295 northbound. Alternative H1 would resemble Alternative G2, except that H1 would retain Al Joe's Curve for use as a ramp from I-295 southbound to Route 42 southbound. Alternative K would provide for a direct connection for I-295 that would cross under I-76/Route 42, thereby eliminating Al Jo's Curve entirely. POSITIVE IMPACTS: The proposed action would improve safety within the interchange by replacing the existing substandard structure with a system that would meet interstate standards for geometric design. The interchange would provide a direct connection for through traffic on I-295 with a design speed consistent with that of the interchange's approach roadways. In addition, the project would reduce congestion on local arterials such as Route 168 and US 130 and decrease commuter traffic on neighborhood streets, thereby improving local traffic mobility, pedestrian safety, and the level of service on I-295. Noise levels would decrease and ambient air quality would improve. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of up to 13 residences, possibly one business and, for all action alternatives, five community facilities. Floodplain and wetlands would be displaced. Traffic generated noise levels in the vicinity of the interchange would exceed federal standards at 145 to 216 residential receptor sites. Existing noise walls would be removed in some areas, resulting in exacerbation of noise standard violations. The Bellmawr Park Mutual Housing Historic District would suffer due to demolition of contributing structures and the introduction of the interchange into the area. The project would encroach on New St. Mary's Cemetery and other areas likely to contain hazardous wastes. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0071D, Volume 32, Number 1. JF - EPA number: 080525, 321 pages (oversize, December 12, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-07-01-F KW - Air Quality Assessments KW - Biologic Surveys KW - Cemeteries KW - Floodplains KW - Health Hazard Analyses KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wetlands KW - New Jersey 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, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825175?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-295%2FI-76%2FROUTE+42+DIRECT+CONNECTION%2C+BOROUGH+OF+BELLMAWR%2C+BOROUGH+OF+MOUNT+EPHRAIM%2C+AND+GLOUCESTER+CITY%2C+CAMDEN+COUNTY%2C+NEW+JERSEY.&rft.title=I-295%2FI-76%2FROUTE+42+DIRECT+CONNECTION%2C+BOROUGH+OF+BELLMAWR%2C+BOROUGH+OF+MOUNT+EPHRAIM%2C+AND+GLOUCESTER+CITY%2C+CAMDEN+COUNTY%2C+NEW+JERSEY.&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: December 12, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-295/I-76/ROUTE 42 DIRECT CONNECTION, BOROUGH OF BELLMAWR, BOROUGH OF MOUNT EPHRAIM, AND GLOUCESTER CITY, CAMDEN COUNTY, NEW JERSEY. [Part 3 of 3] T2 - I-295/I-76/ROUTE 42 DIRECT CONNECTION, BOROUGH OF BELLMAWR, BOROUGH OF MOUNT EPHRAIM, AND GLOUCESTER CITY, CAMDEN COUNTY, NEW JERSEY. AN - 756825035; 13663-080525_0003 AB - PURPOSE: The reconstruction of the Interstate 295 (I-295)/I-76/Route 42 interchange, located in Borough of Bellmawr, Borough of Mount Ephraim, and Gloucester City, Camden County, New Jersey is proposed. The interchange corridor experiences congestion and has an accident rate that is more than seven times the state average for facilities of this class due to high traffic volumes, complex lane configuration, and through-traffic weaving movements. Six alternatives, including a No-Build Alternative, are considered in this final EIS. All build alternatives follow a similar alignment across the northwestern corner of New St. Mary's Cemetery. Alternative D, which is the preferred alternative, would provide a direct connection for I-295 that crosses over I076/Route 42, thereby eliminating Al Jo's Curve entirely. Alternative D1 would resemble Alternative D, except it would retain Al Jo's Curve for use as a ramp from I-295 southbound to Route 42 southbound. Alternative G2 would utilize a double-decker highway design, with I-295 southbound atop I-295 northbound. Alternative H1 would resemble Alternative G2, except that H1 would retain Al Joe's Curve for use as a ramp from I-295 southbound to Route 42 southbound. Alternative K would provide for a direct connection for I-295 that would cross under I-76/Route 42, thereby eliminating Al Jo's Curve entirely. POSITIVE IMPACTS: The proposed action would improve safety within the interchange by replacing the existing substandard structure with a system that would meet interstate standards for geometric design. The interchange would provide a direct connection for through traffic on I-295 with a design speed consistent with that of the interchange's approach roadways. In addition, the project would reduce congestion on local arterials such as Route 168 and US 130 and decrease commuter traffic on neighborhood streets, thereby improving local traffic mobility, pedestrian safety, and the level of service on I-295. Noise levels would decrease and ambient air quality would improve. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of up to 13 residences, possibly one business and, for all action alternatives, five community facilities. Floodplain and wetlands would be displaced. Traffic generated noise levels in the vicinity of the interchange would exceed federal standards at 145 to 216 residential receptor sites. Existing noise walls would be removed in some areas, resulting in exacerbation of noise standard violations. The Bellmawr Park Mutual Housing Historic District would suffer due to demolition of contributing structures and the introduction of the interchange into the area. The project would encroach on New St. Mary's Cemetery and other areas likely to contain hazardous wastes. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0071D, Volume 32, Number 1. JF - EPA number: 080525, 321 pages (oversize, December 12, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-07-01-F KW - Air Quality Assessments KW - Biologic Surveys KW - Cemeteries KW - Floodplains KW - Health Hazard Analyses KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wetlands KW - New Jersey 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, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825035?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-295%2FI-76%2FROUTE+42+DIRECT+CONNECTION%2C+BOROUGH+OF+BELLMAWR%2C+BOROUGH+OF+MOUNT+EPHRAIM%2C+AND+GLOUCESTER+CITY%2C+CAMDEN+COUNTY%2C+NEW+JERSEY.&rft.title=I-295%2FI-76%2FROUTE+42+DIRECT+CONNECTION%2C+BOROUGH+OF+BELLMAWR%2C+BOROUGH+OF+MOUNT+EPHRAIM%2C+AND+GLOUCESTER+CITY%2C+CAMDEN+COUNTY%2C+NEW+JERSEY.&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: December 12, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-295/I-76/ROUTE 42 DIRECT CONNECTION, BOROUGH OF BELLMAWR, BOROUGH OF MOUNT EPHRAIM, AND GLOUCESTER CITY, CAMDEN COUNTY, NEW JERSEY. AN - 36349497; 13663 AB - PURPOSE: The reconstruction of the Interstate 295 (I-295)/I-76/Route 42 interchange, located in Borough of Bellmawr, Borough of Mount Ephraim, and Gloucester City, Camden County, New Jersey is proposed. The interchange corridor experiences congestion and has an accident rate that is more than seven times the state average for facilities of this class due to high traffic volumes, complex lane configuration, and through-traffic weaving movements. Six alternatives, including a No-Build Alternative, are considered in this final EIS. All build alternatives follow a similar alignment across the northwestern corner of New St. Mary's Cemetery. Alternative D, which is the preferred alternative, would provide a direct connection for I-295 that crosses over I076/Route 42, thereby eliminating Al Jo's Curve entirely. Alternative D1 would resemble Alternative D, except it would retain Al Jo's Curve for use as a ramp from I-295 southbound to Route 42 southbound. Alternative G2 would utilize a double-decker highway design, with I-295 southbound atop I-295 northbound. Alternative H1 would resemble Alternative G2, except that H1 would retain Al Joe's Curve for use as a ramp from I-295 southbound to Route 42 southbound. Alternative K would provide for a direct connection for I-295 that would cross under I-76/Route 42, thereby eliminating Al Jo's Curve entirely. POSITIVE IMPACTS: The proposed action would improve safety within the interchange by replacing the existing substandard structure with a system that would meet interstate standards for geometric design. The interchange would provide a direct connection for through traffic on I-295 with a design speed consistent with that of the interchange's approach roadways. In addition, the project would reduce congestion on local arterials such as Route 168 and US 130 and decrease commuter traffic on neighborhood streets, thereby improving local traffic mobility, pedestrian safety, and the level of service on I-295. Noise levels would decrease and ambient air quality would improve. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of up to 13 residences, possibly one business and, for all action alternatives, five community facilities. Floodplain and wetlands would be displaced. Traffic generated noise levels in the vicinity of the interchange would exceed federal standards at 145 to 216 residential receptor sites. Existing noise walls would be removed in some areas, resulting in exacerbation of noise standard violations. The Bellmawr Park Mutual Housing Historic District would suffer due to demolition of contributing structures and the introduction of the interchange into the area. The project would encroach on New St. Mary's Cemetery and other areas likely to contain hazardous wastes. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0071D, Volume 32, Number 1. JF - EPA number: 080525, 321 pages (oversize, December 12, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FHWA-NJ-EIS-07-01-F KW - Air Quality Assessments KW - Biologic Surveys KW - Cemeteries KW - Floodplains KW - Health Hazard Analyses KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wetlands KW - New Jersey 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, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349497?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-295%2FI-76%2FROUTE+42+DIRECT+CONNECTION%2C+BOROUGH+OF+BELLMAWR%2C+BOROUGH+OF+MOUNT+EPHRAIM%2C+AND+GLOUCESTER+CITY%2C+CAMDEN+COUNTY%2C+NEW+JERSEY.&rft.title=I-295%2FI-76%2FROUTE+42+DIRECT+CONNECTION%2C+BOROUGH+OF+BELLMAWR%2C+BOROUGH+OF+MOUNT+EPHRAIM%2C+AND+GLOUCESTER+CITY%2C+CAMDEN+COUNTY%2C+NEW+JERSEY.&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: December 12, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE BETWEEN NORTH POLE AND DELTA JUNCTION, ALASKA (SBT FINANCE DOCKET NO. 35468). AN - 36344774; 13662 AB - PURPOSE: The issuance of a certificate of public convenience and necessity for the construction and operation of an 80-mile rail line from North Pole to Delta Junction in Alaska is proposed by the Alaska Railroad Corporation (ARRC). The existing ARRC network extends from Seward through Anchorage and Fairbanks, ending at Eielson Air Force Base (AFB) through the Eielson Branch rail line. The Eielson Branch line serves Eielson AFB and the North Pole Refinery. At present, commercial freight, other than that associated with Eielson AFB and the refinery, generally enters and leaves the study area by truck via Richardson Highway (Alaska Route 4, extending from Valdez to Delta Junction, and Alaska Route 2, extending from Delta Junction to Fairbanks) or the Alaska Highway (Alaska Route 2 from Delta Junction to Tok and beyond). To be known as the Northern Rail Extension, the proposed single-track line would be located in Interior Alaska, southeast of the city of Fairbanks, and would constitute an extension of the existing rail line that ends at Eielson Air Force Base. The rail line would lie within a 200-foot-wide rights-of-way that would also contain, sidings at several locations, a power transmission line, a buried communications cable, and an access road. ARRC would construct other facilities, such as communications towers and a passenger platform at Delta Junction, to support rail operations. The project would include the construction several culverts and bridges. Several routing options are contained within the proposed action. In addition to the proposed action, this draft EIS considers a No Action Alternative. The new line would extend the freight and passenger rail service the ARRC provides to the region, provide a transportation alternative to Richardson Highway for individuals traveling between Fairbanks and Delta Junction, and allow year-round ground access to the Tanana Flats and Donnely training areas in the southwest and west sides of the Tanana River for U.S. Army and Air Force personnel and freight. The rail line would be least susceptible to inclement winter weather than the highway and could increase tourism to destinations within the area. NEGATIVE IMPACTS: Vegetation would be cleared and soils and permafrost disturbed within the 200-foot rights-of-way, resulting in the loss of the associated wildlife habitat and the exacerbation of erosion and sedimentation in the area. Forested wetlands, scrub/shrub and emergent wetlands, and other significant water resource sites would be displaced or degraded. Habitat for bear, caribou, moose, wolf, and furbearers would be lost. Numerous streams and rivers, some of which provide top quality fish habitat, would be traversed. Significant cultural and recreational resources would be adversely affected. Noise and vibrations from train operations would exceed federal standards at hundreds of sensitive receptor sites. Along some sections of the track, facilities and trains would be inconsistent with federal visual resource management objectives. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 080524, Summary-41 pages, Draft EIS--652 pages, Appendices--571 pages, December 12, 2008 PY - 2008 KW - Roads and Railroads KW - Biologic Surveys KW - Bridges KW - Communication Systems KW - Cultural Resources KW - Fish KW - Fisheries Surveys KW - Hazardous Wastes KW - Health Hazard Analyses KW - Ice Environments KW - Military Facilities (Air Force) KW - Noise Assessments KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Roads KW - Section 4(f) Statements KW - Transmission Lines KW - Transportation KW - Transportation Surveys KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Water Resources Surveys KW - Alaska KW - Eielson Air Force Base KW - Department of Transportation Act of 1966, Compliance KW - Federal Land Policy and Management Act of 1976, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344774?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+93%2C+NINEPIPE%2FRONAN+IMPROVEMENT+PROJECT%2C+LAKE+COUNTY%2C+MONTANA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1996%29.&rft.title=US+93%2C+NINEPIPE%2FRONAN+IMPROVEMENT+PROJECT%2C+LAKE+COUNTY%2C+MONTANA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1996%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: December 12, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 34 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126475; 13655-7_0034 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 34 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126475?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 27 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126466; 13655-7_0027 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 27 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126466?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 26 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126459; 13655-7_0026 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 26 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126459?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 25 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126450; 13655-7_0025 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 25 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126450?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 20 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126423; 13655-7_0020 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126423?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 19 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126415; 13655-7_0019 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126415?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 13 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126408; 13655-7_0013 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126408?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+93%2C+NINEPIPE%2FRONAN+IMPROVEMENT+PROJECT%2C+LAKE+COUNTY%2C+MONTANA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1996%29.&rft.title=US+93%2C+NINEPIPE%2FRONAN+IMPROVEMENT+PROJECT%2C+LAKE+COUNTY%2C+MONTANA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1996%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 11 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126384; 13655-7_0011 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126384?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 6 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126374; 13655-7_0006 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126374?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 4 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126355; 13655-7_0004 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126355?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 32 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126352; 13655-7_0032 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 32 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126352?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 3 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126345; 13655-7_0003 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126345?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 31 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126336; 13655-7_0031 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 31 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126336?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+93%2C+NINEPIPE%2FRONAN+IMPROVEMENT+PROJECT%2C+LAKE+COUNTY%2C+MONTANA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1996%29.&rft.title=US+93%2C+NINEPIPE%2FRONAN+IMPROVEMENT+PROJECT%2C+LAKE+COUNTY%2C+MONTANA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1996%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 2 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126334; 13655-7_0002 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126334?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-26+CONNECTOR%2C+I-40+TO+US-19-23-70+NORTH+OF+ASHEVILLE%2C+BUNCOMBE+COUNTY%2C+NORTH+CAROLINA.&rft.title=I-26+CONNECTOR%2C+I-40+TO+US-19-23-70+NORTH+OF+ASHEVILLE%2C+BUNCOMBE+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, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 17 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126327; 13655-7_0017 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126327?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 16 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126321; 13655-7_0016 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126321?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 15 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126315; 13655-7_0015 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126315?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 14 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126311; 13655-7_0014 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126311?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-26+CONNECTOR%2C+I-40+TO+US-19-23-70+NORTH+OF+ASHEVILLE%2C+BUNCOMBE+COUNTY%2C+NORTH+CAROLINA.&rft.title=I-26+CONNECTOR%2C+I-40+TO+US-19-23-70+NORTH+OF+ASHEVILLE%2C+BUNCOMBE+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, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 36 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126298; 13655-7_0036 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 36 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126298?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 35 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126292; 13655-7_0035 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 35 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126292?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 30 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126283; 13655-7_0030 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 30 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126283?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 29 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126276; 13655-7_0029 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 29 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126276?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+I-94%2C+I-43%2C+I-894%2C+AND+STH+119+%28AIRPORT+SPUR%29%2C+I-94%2FUSH+41+INTERCHANGE+TO+HOWARD+AVENUE%2C+KENOSHA%2C+RACINE%2C+AND+MILWAUKEE+COUNTIES%2C+WISCONSIN+AND+LAKE+COUNTY%2C+ILLINOIS.&rft.title=INTERSTATE+I-94%2C+I-43%2C+I-894%2C+AND+STH+119+%28AIRPORT+SPUR%29%2C+I-94%2FUSH+41+INTERCHANGE+TO+HOWARD+AVENUE%2C+KENOSHA%2C+RACINE%2C+AND+MILWAUKEE+COUNTIES%2C+WISCONSIN+AND+LAKE+COUNTY%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 28 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126266; 13655-7_0028 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 28 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126266?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 24 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126256; 13655-7_0024 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 24 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126256?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 23 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126248; 13655-7_0023 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126248?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 22 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126242; 13655-7_0022 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126242?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+I-94%2C+I-43%2C+I-894%2C+AND+STH+119+%28AIRPORT+SPUR%29%2C+I-94%2FUSH+41+INTERCHANGE+TO+HOWARD+AVENUE%2C+KENOSHA%2C+RACINE%2C+AND+MILWAUKEE+COUNTIES%2C+WISCONSIN+AND+LAKE+COUNTY%2C+ILLINOIS.&rft.title=INTERSTATE+I-94%2C+I-43%2C+I-894%2C+AND+STH+119+%28AIRPORT+SPUR%29%2C+I-94%2FUSH+41+INTERCHANGE+TO+HOWARD+AVENUE%2C+KENOSHA%2C+RACINE%2C+AND+MILWAUKEE+COUNTIES%2C+WISCONSIN+AND+LAKE+COUNTY%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 21 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126226; 13655-7_0021 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126226?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 10 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126213; 13655-7_0010 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126213?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 9 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126207; 13655-7_0009 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126207?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 8 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126201; 13655-7_0008 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126201?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+I-94%2C+I-43%2C+I-894%2C+AND+STH+119+%28AIRPORT+SPUR%29%2C+I-94%2FUSH+41+INTERCHANGE+TO+HOWARD+AVENUE%2C+KENOSHA%2C+RACINE%2C+AND+MILWAUKEE+COUNTIES%2C+WISCONSIN+AND+LAKE+COUNTY%2C+ILLINOIS.&rft.title=INTERSTATE+I-94%2C+I-43%2C+I-894%2C+AND+STH+119+%28AIRPORT+SPUR%29%2C+I-94%2FUSH+41+INTERCHANGE+TO+HOWARD+AVENUE%2C+KENOSHA%2C+RACINE%2C+AND+MILWAUKEE+COUNTIES%2C+WISCONSIN+AND+LAKE+COUNTY%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 7 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126193; 13655-7_0007 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126193?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 1 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126186; 13655-7_0001 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126186?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 37 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126168; 13655-7_0037 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 37 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126168?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 33 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873126082; 13655-7_0033 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 33 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873126082?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. [Part 38 of 38] T2 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 873125947; 13655-7_0038 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 VL - 38 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/873125947?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK. AN - 36346476; 13655 AB - PURPOSE: The rehabilitation of replacement of the Kosciuszko Bridge, a 1.1-mile segment of the Brooklyn-Queens Expressway (Interstate 278 (I-278)) connecting Queens and Kings counties in New York, is proposed the existing structure extends from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying I-278 traffic over Newtown Creek. I-278 serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from use neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increase efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality temporarily and alter channel hydrology somewhat. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Act of 1965 (P.L. 88-578), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080517, 988 pages and maps, CD-ROMs (3, December 10, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Noise Standards Violations KW - Recreation Facilities KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding 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/36346476?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 4 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873126715; 13762-0_0004 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 4 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126715?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REQUEST+FOR+OPERATIONS+SPECIFICATIONS+AMENDMENT+BY+HORIZON+AIR+TO+PROVIDE+SCHEDULED+AIR+SERVICE+TO+MAMMOTH+YOSEMITE+AIRPORT%2C+MAMMOTH+LAKES%2C+MONO+COUNTY%2C+CALIFORNIA.&rft.title=REQUEST+FOR+OPERATIONS+SPECIFICATIONS+AMENDMENT+BY+HORIZON+AIR+TO+PROVIDE+SCHEDULED+AIR+SERVICE+TO+MAMMOTH+YOSEMITE+AIRPORT%2C+MAMMOTH+LAKES%2C+MONO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 3 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873126713; 13762-0_0003 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126713?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.title=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 9 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873126629; 13762-0_0009 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 9 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126629?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.title=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 8 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873126622; 13762-0_0008 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 8 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126622?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REQUEST+FOR+OPERATIONS+SPECIFICATIONS+AMENDMENT+BY+HORIZON+AIR+TO+PROVIDE+SCHEDULED+AIR+SERVICE+TO+MAMMOTH+YOSEMITE+AIRPORT%2C+MAMMOTH+LAKES%2C+MONO+COUNTY%2C+CALIFORNIA.&rft.title=REQUEST+FOR+OPERATIONS+SPECIFICATIONS+AMENDMENT+BY+HORIZON+AIR+TO+PROVIDE+SCHEDULED+AIR+SERVICE+TO+MAMMOTH+YOSEMITE+AIRPORT%2C+MAMMOTH+LAKES%2C+MONO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 7 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873126621; 13762-0_0007 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 7 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126621?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.title=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 6 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873126617; 13762-0_0006 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 6 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126617?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.title=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 5 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873126616; 13762-0_0005 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 5 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126616?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REQUEST+FOR+OPERATIONS+SPECIFICATIONS+AMENDMENT+BY+HORIZON+AIR+TO+PROVIDE+SCHEDULED+AIR+SERVICE+TO+MAMMOTH+YOSEMITE+AIRPORT%2C+MAMMOTH+LAKES%2C+MONO+COUNTY%2C+CALIFORNIA.&rft.title=REQUEST+FOR+OPERATIONS+SPECIFICATIONS+AMENDMENT+BY+HORIZON+AIR+TO+PROVIDE+SCHEDULED+AIR+SERVICE+TO+MAMMOTH+YOSEMITE+AIRPORT%2C+MAMMOTH+LAKES%2C+MONO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 2 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873126611; 13762-0_0002 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126611?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REQUEST+FOR+OPERATIONS+SPECIFICATIONS+AMENDMENT+BY+HORIZON+AIR+TO+PROVIDE+SCHEDULED+AIR+SERVICE+TO+MAMMOTH+YOSEMITE+AIRPORT%2C+MAMMOTH+LAKES%2C+MONO+COUNTY%2C+CALIFORNIA.&rft.title=REQUEST+FOR+OPERATIONS+SPECIFICATIONS+AMENDMENT+BY+HORIZON+AIR+TO+PROVIDE+SCHEDULED+AIR+SERVICE+TO+MAMMOTH+YOSEMITE+AIRPORT%2C+MAMMOTH+LAKES%2C+MONO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 1 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873126609; 13762-0_0001 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126609?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.title=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 76, MELROSE TO SOUTH MISSION, SAN DIEGO COUNTY, CALIFORNIA: HIGHWAY IMPROVEMENT PROJECT. [Part 7 of 7] T2 - STATE ROUTE 76, MELROSE TO SOUTH MISSION, SAN DIEGO COUNTY, CALIFORNIA: HIGHWAY IMPROVEMENT PROJECT. AN - 873126068; 13759-7_0007 AB - PURPOSE: The widening and realignment of 5.8 miles of State Route (SR) 76 from Melrose Drive in Oceanside to South Mission Road in Bosnall, all in northern San Diego County, California are proposed. The existing facility is being taxed due to increased population growth regionally, increased intra- and inter-regional and Corridor traffic demand, and the development of land within the project area. The safety record of the facility has been in decline for quite some time. Two alignment alternatives and a No-Build Alternative are considered in this final EIS. The alignment alternatives include widening of SR 76 on the existing alignment or widening the facility on an alignment south of the existing alignment. Both alternatives would provide a conventional four-lane highway with rights-of-way and grading to accommodate a future widening of the facility when justified. Both alignment alternatives are nearly identical between Melrose River and East Vista Way, but diverge to opposite sides of the San Luis Rey River as they progress east of East Vista Way. The preferred Alternative has been identified as reconstruction of the facility on the existing alignment. This would avoid substantial adverse impacts to the San Luis Rey Downs Golf Course, including direct impacts to the clubhouse, as well a significant encroachments into the San Luis Rey River floodplain and associated wetlands, riparian vegetation, and riparian wildlife that would occur under the southern alignment Alternative. Costs of the preferred Alternative and the southern alignment Alternative are estimated at $244 million and $395 million, respectively. POSITIVE IMPACTS: The proposed improvement of SR 76 would increase the facility's capacity and enhance safety within the Corridor and allow for the accommodation of future capacity expansion. Travel times and other aspects of level of service within the Corridor would be maintained or improved. The new facility would be compatible with future transit and other modal options. The project would be consistent with the regional transportation plans. NEGATIVE IMPACTS: Development of 163 acres of rights-of-way for the preferred Alternative would require relocation of three homes and eight businesses and the Bonsall Model Airplane Site as well as 12 acres of a planned park site. The project would displace 20.2 acres of southern cottonwood willow riparian forest, 0.9 acre of disturbed wetland, 6.28 acres of southern coast riparian forest, 0.31 acre of southern willow scrub, 1.1 acres of muleflat scrub, 0.56 acre of coastal and valley freshwater marsh, and 0.07 acre of emergent wetland. Construction activities would temporarily impact 14.9 acres of southern cottonwood willow riparian forest, 1.5 acres of disturbed wetlands, 0.78 acres of southern coast live riparian forest, 0.05 acre of southern willow scrub, 0.22 acre of coastal and valley freshwater marsh, and 0.19 of emergent wetlands. Permanent impacts would occur to 31.8 acres of jurisdictional waters of the states, while temporary impacts would affect 21.7 acres of jurisdictional waters. With respect to federally protected species, the project would impact three locations where arroyo toad breeding populations have been documented, 6.41 acres of California gnatcatcher, three or four pairs of leaf Bell's vireo , 19.7 acres of southwestern willow flycatcher critical habitat. Planned and existing trails would require relocation. Traffic-generated noise levels would exceed federal standards at 13 sensitive noise receptors, and the visual aesthetics of the relatively rural area would be degraded significantly. LEGAL MANDATES: Department of Transportation Act of 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 07-0475D, Volume 31, Number 4. JF - EPA number: 080507, Final EIS--399 pages and maps, Appendices--327 pages and maps, December 5, 2008 PY - 2008 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-07-01-F KW - Air Quality Assessments KW - Biologic Assessments KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Forests KW - Highways KW - Noise Standards Violations KW - Recreation Facilities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Transportation KW - Trails KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126068?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+76%2C+MELROSE+TO+SOUTH+MISSION%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA%3A+HIGHWAY+IMPROVEMENT+PROJECT.&rft.title=STATE+ROUTE+76%2C+MELROSE+TO+SOUTH+MISSION%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA%3A+HIGHWAY+IMPROVEMENT+PROJECT.&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 - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 76, MELROSE TO SOUTH MISSION, SAN DIEGO COUNTY, CALIFORNIA: HIGHWAY IMPROVEMENT PROJECT. [Part 6 of 7] T2 - STATE ROUTE 76, MELROSE TO SOUTH MISSION, SAN DIEGO COUNTY, CALIFORNIA: HIGHWAY IMPROVEMENT PROJECT. AN - 873126061; 13759-7_0006 AB - PURPOSE: The widening and realignment of 5.8 miles of State Route (SR) 76 from Melrose Drive in Oceanside to South Mission Road in Bosnall, all in northern San Diego County, California are proposed. The existing facility is being taxed due to increased population growth regionally, increased intra- and inter-regional and Corridor traffic demand, and the development of land within the project area. The safety record of the facility has been in decline for quite some time. Two alignment alternatives and a No-Build Alternative are considered in this final EIS. The alignment alternatives include widening of SR 76 on the existing alignment or widening the facility on an alignment south of the existing alignment. Both alternatives would provide a conventional four-lane highway with rights-of-way and grading to accommodate a future widening of the facility when justified. Both alignment alternatives are nearly identical between Melrose River and East Vista Way, but diverge to opposite sides of the San Luis Rey River as they progress east of East Vista Way. The preferred Alternative has been identified as reconstruction of the facility on the existing alignment. This would avoid substantial adverse impacts to the San Luis Rey Downs Golf Course, including direct impacts to the clubhouse, as well a significant encroachments into the San Luis Rey River floodplain and associated wetlands, riparian vegetation, and riparian wildlife that would occur under the southern alignment Alternative. Costs of the preferred Alternative and the southern alignment Alternative are estimated at $244 million and $395 million, respectively. POSITIVE IMPACTS: The proposed improvement of SR 76 would increase the facility's capacity and enhance safety within the Corridor and allow for the accommodation of future capacity expansion. Travel times and other aspects of level of service within the Corridor would be maintained or improved. The new facility would be compatible with future transit and other modal options. The project would be consistent with the regional transportation plans. NEGATIVE IMPACTS: Development of 163 acres of rights-of-way for the preferred Alternative would require relocation of three homes and eight businesses and the Bonsall Model Airplane Site as well as 12 acres of a planned park site. The project would displace 20.2 acres of southern cottonwood willow riparian forest, 0.9 acre of disturbed wetland, 6.28 acres of southern coast riparian forest, 0.31 acre of southern willow scrub, 1.1 acres of muleflat scrub, 0.56 acre of coastal and valley freshwater marsh, and 0.07 acre of emergent wetland. Construction activities would temporarily impact 14.9 acres of southern cottonwood willow riparian forest, 1.5 acres of disturbed wetlands, 0.78 acres of southern coast live riparian forest, 0.05 acre of southern willow scrub, 0.22 acre of coastal and valley freshwater marsh, and 0.19 of emergent wetlands. Permanent impacts would occur to 31.8 acres of jurisdictional waters of the states, while temporary impacts would affect 21.7 acres of jurisdictional waters. With respect to federally protected species, the project would impact three locations where arroyo toad breeding populations have been documented, 6.41 acres of California gnatcatcher, three or four pairs of leaf Bell's vireo , 19.7 acres of southwestern willow flycatcher critical habitat. Planned and existing trails would require relocation. Traffic-generated noise levels would exceed federal standards at 13 sensitive noise receptors, and the visual aesthetics of the relatively rural area would be degraded significantly. LEGAL MANDATES: Department of Transportation Act of 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 07-0475D, Volume 31, Number 4. JF - EPA number: 080507, Final EIS--399 pages and maps, Appendices--327 pages and maps, December 5, 2008 PY - 2008 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-07-01-F KW - Air Quality Assessments KW - Biologic Assessments KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Forests KW - Highways KW - Noise Standards Violations KW - Recreation Facilities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Transportation KW - Trails KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126061?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SH-75%2C+TIMMERMAN+TO+KETCHUM%2C+BLAINE+COUNTY%2C+IDAHO.&rft.title=SH-75%2C+TIMMERMAN+TO+KETCHUM%2C+BLAINE+COUNTY%2C+IDAHO.&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 - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 76, MELROSE TO SOUTH MISSION, SAN DIEGO COUNTY, CALIFORNIA: HIGHWAY IMPROVEMENT PROJECT. [Part 2 of 7] T2 - STATE ROUTE 76, MELROSE TO SOUTH MISSION, SAN DIEGO COUNTY, CALIFORNIA: HIGHWAY IMPROVEMENT PROJECT. AN - 873126057; 13759-7_0002 AB - PURPOSE: The widening and realignment of 5.8 miles of State Route (SR) 76 from Melrose Drive in Oceanside to South Mission Road in Bosnall, all in northern San Diego County, California are proposed. The existing facility is being taxed due to increased population growth regionally, increased intra- and inter-regional and Corridor traffic demand, and the development of land within the project area. The safety record of the facility has been in decline for quite some time. Two alignment alternatives and a No-Build Alternative are considered in this final EIS. The alignment alternatives include widening of SR 76 on the existing alignment or widening the facility on an alignment south of the existing alignment. Both alternatives would provide a conventional four-lane highway with rights-of-way and grading to accommodate a future widening of the facility when justified. Both alignment alternatives are nearly identical between Melrose River and East Vista Way, but diverge to opposite sides of the San Luis Rey River as they progress east of East Vista Way. The preferred Alternative has been identified as reconstruction of the facility on the existing alignment. This would avoid substantial adverse impacts to the San Luis Rey Downs Golf Course, including direct impacts to the clubhouse, as well a significant encroachments into the San Luis Rey River floodplain and associated wetlands, riparian vegetation, and riparian wildlife that would occur under the southern alignment Alternative. Costs of the preferred Alternative and the southern alignment Alternative are estimated at $244 million and $395 million, respectively. POSITIVE IMPACTS: The proposed improvement of SR 76 would increase the facility's capacity and enhance safety within the Corridor and allow for the accommodation of future capacity expansion. Travel times and other aspects of level of service within the Corridor would be maintained or improved. The new facility would be compatible with future transit and other modal options. The project would be consistent with the regional transportation plans. NEGATIVE IMPACTS: Development of 163 acres of rights-of-way for the preferred Alternative would require relocation of three homes and eight businesses and the Bonsall Model Airplane Site as well as 12 acres of a planned park site. The project would displace 20.2 acres of southern cottonwood willow riparian forest, 0.9 acre of disturbed wetland, 6.28 acres of southern coast riparian forest, 0.31 acre of southern willow scrub, 1.1 acres of muleflat scrub, 0.56 acre of coastal and valley freshwater marsh, and 0.07 acre of emergent wetland. Construction activities would temporarily impact 14.9 acres of southern cottonwood willow riparian forest, 1.5 acres of disturbed wetlands, 0.78 acres of southern coast live riparian forest, 0.05 acre of southern willow scrub, 0.22 acre of coastal and valley freshwater marsh, and 0.19 of emergent wetlands. Permanent impacts would occur to 31.8 acres of jurisdictional waters of the states, while temporary impacts would affect 21.7 acres of jurisdictional waters. With respect to federally protected species, the project would impact three locations where arroyo toad breeding populations have been documented, 6.41 acres of California gnatcatcher, three or four pairs of leaf Bell's vireo , 19.7 acres of southwestern willow flycatcher critical habitat. Planned and existing trails would require relocation. Traffic-generated noise levels would exceed federal standards at 13 sensitive noise receptors, and the visual aesthetics of the relatively rural area would be degraded significantly. LEGAL MANDATES: Department of Transportation Act of 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 07-0475D, Volume 31, Number 4. JF - EPA number: 080507, Final EIS--399 pages and maps, Appendices--327 pages and maps, December 5, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-07-01-F KW - Air Quality Assessments KW - Biologic Assessments KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Forests KW - Highways KW - Noise Standards Violations KW - Recreation Facilities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Transportation KW - Trails KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126057?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+76%2C+MELROSE+TO+SOUTH+MISSION%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA%3A+HIGHWAY+IMPROVEMENT+PROJECT.&rft.title=STATE+ROUTE+76%2C+MELROSE+TO+SOUTH+MISSION%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA%3A+HIGHWAY+IMPROVEMENT+PROJECT.&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 - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 76, MELROSE TO SOUTH MISSION, SAN DIEGO COUNTY, CALIFORNIA: HIGHWAY IMPROVEMENT PROJECT. [Part 1 of 7] T2 - STATE ROUTE 76, MELROSE TO SOUTH MISSION, SAN DIEGO COUNTY, CALIFORNIA: HIGHWAY IMPROVEMENT PROJECT. AN - 873126050; 13759-7_0001 AB - PURPOSE: The widening and realignment of 5.8 miles of State Route (SR) 76 from Melrose Drive in Oceanside to South Mission Road in Bosnall, all in northern San Diego County, California are proposed. The existing facility is being taxed due to increased population growth regionally, increased intra- and inter-regional and Corridor traffic demand, and the development of land within the project area. The safety record of the facility has been in decline for quite some time. Two alignment alternatives and a No-Build Alternative are considered in this final EIS. The alignment alternatives include widening of SR 76 on the existing alignment or widening the facility on an alignment south of the existing alignment. Both alternatives would provide a conventional four-lane highway with rights-of-way and grading to accommodate a future widening of the facility when justified. Both alignment alternatives are nearly identical between Melrose River and East Vista Way, but diverge to opposite sides of the San Luis Rey River as they progress east of East Vista Way. The preferred Alternative has been identified as reconstruction of the facility on the existing alignment. This would avoid substantial adverse impacts to the San Luis Rey Downs Golf Course, including direct impacts to the clubhouse, as well a significant encroachments into the San Luis Rey River floodplain and associated wetlands, riparian vegetation, and riparian wildlife that would occur under the southern alignment Alternative. Costs of the preferred Alternative and the southern alignment Alternative are estimated at $244 million and $395 million, respectively. POSITIVE IMPACTS: The proposed improvement of SR 76 would increase the facility's capacity and enhance safety within the Corridor and allow for the accommodation of future capacity expansion. Travel times and other aspects of level of service within the Corridor would be maintained or improved. The new facility would be compatible with future transit and other modal options. The project would be consistent with the regional transportation plans. NEGATIVE IMPACTS: Development of 163 acres of rights-of-way for the preferred Alternative would require relocation of three homes and eight businesses and the Bonsall Model Airplane Site as well as 12 acres of a planned park site. The project would displace 20.2 acres of southern cottonwood willow riparian forest, 0.9 acre of disturbed wetland, 6.28 acres of southern coast riparian forest, 0.31 acre of southern willow scrub, 1.1 acres of muleflat scrub, 0.56 acre of coastal and valley freshwater marsh, and 0.07 acre of emergent wetland. Construction activities would temporarily impact 14.9 acres of southern cottonwood willow riparian forest, 1.5 acres of disturbed wetlands, 0.78 acres of southern coast live riparian forest, 0.05 acre of southern willow scrub, 0.22 acre of coastal and valley freshwater marsh, and 0.19 of emergent wetlands. Permanent impacts would occur to 31.8 acres of jurisdictional waters of the states, while temporary impacts would affect 21.7 acres of jurisdictional waters. With respect to federally protected species, the project would impact three locations where arroyo toad breeding populations have been documented, 6.41 acres of California gnatcatcher, three or four pairs of leaf Bell's vireo , 19.7 acres of southwestern willow flycatcher critical habitat. Planned and existing trails would require relocation. Traffic-generated noise levels would exceed federal standards at 13 sensitive noise receptors, and the visual aesthetics of the relatively rural area would be degraded significantly. LEGAL MANDATES: Department of Transportation Act of 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 07-0475D, Volume 31, Number 4. JF - EPA number: 080507, Final EIS--399 pages and maps, Appendices--327 pages and maps, December 5, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-07-01-F KW - Air Quality Assessments KW - Biologic Assessments KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Forests KW - Highways KW - Noise Standards Violations KW - Recreation Facilities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Transportation KW - Trails KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126050?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+76%2C+MELROSE+TO+SOUTH+MISSION%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA%3A+HIGHWAY+IMPROVEMENT+PROJECT.&rft.title=STATE+ROUTE+76%2C+MELROSE+TO+SOUTH+MISSION%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA%3A+HIGHWAY+IMPROVEMENT+PROJECT.&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 - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 21 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873126045; 13762-0_0021 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 21 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126045?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.title=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 20 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873126024; 13762-0_0020 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 20 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126024?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.title=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 16 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873126020; 13762-0_0016 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 16 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126020?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.title=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 15 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873126014; 13762-0_0015 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 15 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126014?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MILLER+CREEK+ROAD%2C+MISSOULA+COUNTY%2C+MONTANA.&rft.title=MILLER+CREEK+ROAD%2C+MISSOULA+COUNTY%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 14 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873126010; 13762-0_0014 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 14 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126010?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.title=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 13 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873126000; 13762-0_0013 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 13 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126000?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.title=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 12 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873125994; 13762-0_0012 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 12 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125994?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MILLER+CREEK+ROAD%2C+MISSOULA+COUNTY%2C+MONTANA.&rft.title=MILLER+CREEK+ROAD%2C+MISSOULA+COUNTY%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 11 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873125971; 13762-0_0011 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 11 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125971?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.title=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 10 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873125955; 13762-0_0010 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 10 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125955?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.title=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 76, MELROSE TO SOUTH MISSION, SAN DIEGO COUNTY, CALIFORNIA: HIGHWAY IMPROVEMENT PROJECT. [Part 5 of 7] T2 - STATE ROUTE 76, MELROSE TO SOUTH MISSION, SAN DIEGO COUNTY, CALIFORNIA: HIGHWAY IMPROVEMENT PROJECT. AN - 873125528; 13759-7_0005 AB - PURPOSE: The widening and realignment of 5.8 miles of State Route (SR) 76 from Melrose Drive in Oceanside to South Mission Road in Bosnall, all in northern San Diego County, California are proposed. The existing facility is being taxed due to increased population growth regionally, increased intra- and inter-regional and Corridor traffic demand, and the development of land within the project area. The safety record of the facility has been in decline for quite some time. Two alignment alternatives and a No-Build Alternative are considered in this final EIS. The alignment alternatives include widening of SR 76 on the existing alignment or widening the facility on an alignment south of the existing alignment. Both alternatives would provide a conventional four-lane highway with rights-of-way and grading to accommodate a future widening of the facility when justified. Both alignment alternatives are nearly identical between Melrose River and East Vista Way, but diverge to opposite sides of the San Luis Rey River as they progress east of East Vista Way. The preferred Alternative has been identified as reconstruction of the facility on the existing alignment. This would avoid substantial adverse impacts to the San Luis Rey Downs Golf Course, including direct impacts to the clubhouse, as well a significant encroachments into the San Luis Rey River floodplain and associated wetlands, riparian vegetation, and riparian wildlife that would occur under the southern alignment Alternative. Costs of the preferred Alternative and the southern alignment Alternative are estimated at $244 million and $395 million, respectively. POSITIVE IMPACTS: The proposed improvement of SR 76 would increase the facility's capacity and enhance safety within the Corridor and allow for the accommodation of future capacity expansion. Travel times and other aspects of level of service within the Corridor would be maintained or improved. The new facility would be compatible with future transit and other modal options. The project would be consistent with the regional transportation plans. NEGATIVE IMPACTS: Development of 163 acres of rights-of-way for the preferred Alternative would require relocation of three homes and eight businesses and the Bonsall Model Airplane Site as well as 12 acres of a planned park site. The project would displace 20.2 acres of southern cottonwood willow riparian forest, 0.9 acre of disturbed wetland, 6.28 acres of southern coast riparian forest, 0.31 acre of southern willow scrub, 1.1 acres of muleflat scrub, 0.56 acre of coastal and valley freshwater marsh, and 0.07 acre of emergent wetland. Construction activities would temporarily impact 14.9 acres of southern cottonwood willow riparian forest, 1.5 acres of disturbed wetlands, 0.78 acres of southern coast live riparian forest, 0.05 acre of southern willow scrub, 0.22 acre of coastal and valley freshwater marsh, and 0.19 of emergent wetlands. Permanent impacts would occur to 31.8 acres of jurisdictional waters of the states, while temporary impacts would affect 21.7 acres of jurisdictional waters. With respect to federally protected species, the project would impact three locations where arroyo toad breeding populations have been documented, 6.41 acres of California gnatcatcher, three or four pairs of leaf Bell's vireo , 19.7 acres of southwestern willow flycatcher critical habitat. Planned and existing trails would require relocation. Traffic-generated noise levels would exceed federal standards at 13 sensitive noise receptors, and the visual aesthetics of the relatively rural area would be degraded significantly. LEGAL MANDATES: Department of Transportation Act of 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 07-0475D, Volume 31, Number 4. JF - EPA number: 080507, Final EIS--399 pages and maps, Appendices--327 pages and maps, December 5, 2008 PY - 2008 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-07-01-F KW - Air Quality Assessments KW - Biologic Assessments KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Forests KW - Highways KW - Noise Standards Violations KW - Recreation Facilities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Transportation KW - Trails KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125528?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+76%2C+MELROSE+TO+SOUTH+MISSION%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA%3A+HIGHWAY+IMPROVEMENT+PROJECT.&rft.title=STATE+ROUTE+76%2C+MELROSE+TO+SOUTH+MISSION%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA%3A+HIGHWAY+IMPROVEMENT+PROJECT.&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 - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 76, MELROSE TO SOUTH MISSION, SAN DIEGO COUNTY, CALIFORNIA: HIGHWAY IMPROVEMENT PROJECT. [Part 4 of 7] T2 - STATE ROUTE 76, MELROSE TO SOUTH MISSION, SAN DIEGO COUNTY, CALIFORNIA: HIGHWAY IMPROVEMENT PROJECT. AN - 873125525; 13759-7_0004 AB - PURPOSE: The widening and realignment of 5.8 miles of State Route (SR) 76 from Melrose Drive in Oceanside to South Mission Road in Bosnall, all in northern San Diego County, California are proposed. The existing facility is being taxed due to increased population growth regionally, increased intra- and inter-regional and Corridor traffic demand, and the development of land within the project area. The safety record of the facility has been in decline for quite some time. Two alignment alternatives and a No-Build Alternative are considered in this final EIS. The alignment alternatives include widening of SR 76 on the existing alignment or widening the facility on an alignment south of the existing alignment. Both alternatives would provide a conventional four-lane highway with rights-of-way and grading to accommodate a future widening of the facility when justified. Both alignment alternatives are nearly identical between Melrose River and East Vista Way, but diverge to opposite sides of the San Luis Rey River as they progress east of East Vista Way. The preferred Alternative has been identified as reconstruction of the facility on the existing alignment. This would avoid substantial adverse impacts to the San Luis Rey Downs Golf Course, including direct impacts to the clubhouse, as well a significant encroachments into the San Luis Rey River floodplain and associated wetlands, riparian vegetation, and riparian wildlife that would occur under the southern alignment Alternative. Costs of the preferred Alternative and the southern alignment Alternative are estimated at $244 million and $395 million, respectively. POSITIVE IMPACTS: The proposed improvement of SR 76 would increase the facility's capacity and enhance safety within the Corridor and allow for the accommodation of future capacity expansion. Travel times and other aspects of level of service within the Corridor would be maintained or improved. The new facility would be compatible with future transit and other modal options. The project would be consistent with the regional transportation plans. NEGATIVE IMPACTS: Development of 163 acres of rights-of-way for the preferred Alternative would require relocation of three homes and eight businesses and the Bonsall Model Airplane Site as well as 12 acres of a planned park site. The project would displace 20.2 acres of southern cottonwood willow riparian forest, 0.9 acre of disturbed wetland, 6.28 acres of southern coast riparian forest, 0.31 acre of southern willow scrub, 1.1 acres of muleflat scrub, 0.56 acre of coastal and valley freshwater marsh, and 0.07 acre of emergent wetland. Construction activities would temporarily impact 14.9 acres of southern cottonwood willow riparian forest, 1.5 acres of disturbed wetlands, 0.78 acres of southern coast live riparian forest, 0.05 acre of southern willow scrub, 0.22 acre of coastal and valley freshwater marsh, and 0.19 of emergent wetlands. Permanent impacts would occur to 31.8 acres of jurisdictional waters of the states, while temporary impacts would affect 21.7 acres of jurisdictional waters. With respect to federally protected species, the project would impact three locations where arroyo toad breeding populations have been documented, 6.41 acres of California gnatcatcher, three or four pairs of leaf Bell's vireo , 19.7 acres of southwestern willow flycatcher critical habitat. Planned and existing trails would require relocation. Traffic-generated noise levels would exceed federal standards at 13 sensitive noise receptors, and the visual aesthetics of the relatively rural area would be degraded significantly. LEGAL MANDATES: Department of Transportation Act of 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 07-0475D, Volume 31, Number 4. JF - EPA number: 080507, Final EIS--399 pages and maps, Appendices--327 pages and maps, December 5, 2008 PY - 2008 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-07-01-F KW - Air Quality Assessments KW - Biologic Assessments KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Forests KW - Highways KW - Noise Standards Violations KW - Recreation Facilities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Transportation KW - Trails KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125525?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+76%2C+MELROSE+TO+SOUTH+MISSION%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA%3A+HIGHWAY+IMPROVEMENT+PROJECT.&rft.title=STATE+ROUTE+76%2C+MELROSE+TO+SOUTH+MISSION%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA%3A+HIGHWAY+IMPROVEMENT+PROJECT.&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 - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 76, MELROSE TO SOUTH MISSION, SAN DIEGO COUNTY, CALIFORNIA: HIGHWAY IMPROVEMENT PROJECT. [Part 3 of 7] T2 - STATE ROUTE 76, MELROSE TO SOUTH MISSION, SAN DIEGO COUNTY, CALIFORNIA: HIGHWAY IMPROVEMENT PROJECT. AN - 873125517; 13759-7_0003 AB - PURPOSE: The widening and realignment of 5.8 miles of State Route (SR) 76 from Melrose Drive in Oceanside to South Mission Road in Bosnall, all in northern San Diego County, California are proposed. The existing facility is being taxed due to increased population growth regionally, increased intra- and inter-regional and Corridor traffic demand, and the development of land within the project area. The safety record of the facility has been in decline for quite some time. Two alignment alternatives and a No-Build Alternative are considered in this final EIS. The alignment alternatives include widening of SR 76 on the existing alignment or widening the facility on an alignment south of the existing alignment. Both alternatives would provide a conventional four-lane highway with rights-of-way and grading to accommodate a future widening of the facility when justified. Both alignment alternatives are nearly identical between Melrose River and East Vista Way, but diverge to opposite sides of the San Luis Rey River as they progress east of East Vista Way. The preferred Alternative has been identified as reconstruction of the facility on the existing alignment. This would avoid substantial adverse impacts to the San Luis Rey Downs Golf Course, including direct impacts to the clubhouse, as well a significant encroachments into the San Luis Rey River floodplain and associated wetlands, riparian vegetation, and riparian wildlife that would occur under the southern alignment Alternative. Costs of the preferred Alternative and the southern alignment Alternative are estimated at $244 million and $395 million, respectively. POSITIVE IMPACTS: The proposed improvement of SR 76 would increase the facility's capacity and enhance safety within the Corridor and allow for the accommodation of future capacity expansion. Travel times and other aspects of level of service within the Corridor would be maintained or improved. The new facility would be compatible with future transit and other modal options. The project would be consistent with the regional transportation plans. NEGATIVE IMPACTS: Development of 163 acres of rights-of-way for the preferred Alternative would require relocation of three homes and eight businesses and the Bonsall Model Airplane Site as well as 12 acres of a planned park site. The project would displace 20.2 acres of southern cottonwood willow riparian forest, 0.9 acre of disturbed wetland, 6.28 acres of southern coast riparian forest, 0.31 acre of southern willow scrub, 1.1 acres of muleflat scrub, 0.56 acre of coastal and valley freshwater marsh, and 0.07 acre of emergent wetland. Construction activities would temporarily impact 14.9 acres of southern cottonwood willow riparian forest, 1.5 acres of disturbed wetlands, 0.78 acres of southern coast live riparian forest, 0.05 acre of southern willow scrub, 0.22 acre of coastal and valley freshwater marsh, and 0.19 of emergent wetlands. Permanent impacts would occur to 31.8 acres of jurisdictional waters of the states, while temporary impacts would affect 21.7 acres of jurisdictional waters. With respect to federally protected species, the project would impact three locations where arroyo toad breeding populations have been documented, 6.41 acres of California gnatcatcher, three or four pairs of leaf Bell's vireo , 19.7 acres of southwestern willow flycatcher critical habitat. Planned and existing trails would require relocation. Traffic-generated noise levels would exceed federal standards at 13 sensitive noise receptors, and the visual aesthetics of the relatively rural area would be degraded significantly. LEGAL MANDATES: Department of Transportation Act of 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 07-0475D, Volume 31, Number 4. JF - EPA number: 080507, Final EIS--399 pages and maps, Appendices--327 pages and maps, December 5, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-07-01-F KW - Air Quality Assessments KW - Biologic Assessments KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Forests KW - Highways KW - Noise Standards Violations KW - Recreation Facilities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Transportation KW - Trails KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125517?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+76%2C+MELROSE+TO+SOUTH+MISSION%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA%3A+HIGHWAY+IMPROVEMENT+PROJECT.&rft.title=STATE+ROUTE+76%2C+MELROSE+TO+SOUTH+MISSION%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA%3A+HIGHWAY+IMPROVEMENT+PROJECT.&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 - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 17 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873125505; 13762-0_0017 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 17 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125505?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.title=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 19 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873125499; 13762-0_0019 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 19 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125499?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.title=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). [Part 18 of 21] T2 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 873125494; 13762-0_0018 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 VL - 18 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125494?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.title=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 76, MELROSE TO SOUTH MISSION, SAN DIEGO COUNTY, CALIFORNIA: HIGHWAY IMPROVEMENT PROJECT. AN - 16378738; 13759 AB - PURPOSE: The widening and realignment of 5.8 miles of State Route (SR) 76 from Melrose Drive in Oceanside to South Mission Road in Bosnall, all in northern San Diego County, California are proposed. The existing facility is being taxed due to increased population growth regionally, increased intra- and inter-regional and Corridor traffic demand, and the development of land within the project area. The safety record of the facility has been in decline for quite some time. Two alignment alternatives and a No-Build Alternative are considered in this final EIS. The alignment alternatives include widening of SR 76 on the existing alignment or widening the facility on an alignment south of the existing alignment. Both alternatives would provide a conventional four-lane highway with rights-of-way and grading to accommodate a future widening of the facility when justified. Both alignment alternatives are nearly identical between Melrose River and East Vista Way, but diverge to opposite sides of the San Luis Rey River as they progress east of East Vista Way. The preferred Alternative has been identified as reconstruction of the facility on the existing alignment. This would avoid substantial adverse impacts to the San Luis Rey Downs Golf Course, including direct impacts to the clubhouse, as well a significant encroachments into the San Luis Rey River floodplain and associated wetlands, riparian vegetation, and riparian wildlife that would occur under the southern alignment Alternative. Costs of the preferred Alternative and the southern alignment Alternative are estimated at $244 million and $395 million, respectively. POSITIVE IMPACTS: The proposed improvement of SR 76 would increase the facility's capacity and enhance safety within the Corridor and allow for the accommodation of future capacity expansion. Travel times and other aspects of level of service within the Corridor would be maintained or improved. The new facility would be compatible with future transit and other modal options. The project would be consistent with the regional transportation plans. NEGATIVE IMPACTS: Development of 163 acres of rights-of-way for the preferred Alternative would require relocation of three homes and eight businesses and the Bonsall Model Airplane Site as well as 12 acres of a planned park site. The project would displace 20.2 acres of southern cottonwood willow riparian forest, 0.9 acre of disturbed wetland, 6.28 acres of southern coast riparian forest, 0.31 acre of southern willow scrub, 1.1 acres of muleflat scrub, 0.56 acre of coastal and valley freshwater marsh, and 0.07 acre of emergent wetland. Construction activities would temporarily impact 14.9 acres of southern cottonwood willow riparian forest, 1.5 acres of disturbed wetlands, 0.78 acres of southern coast live riparian forest, 0.05 acre of southern willow scrub, 0.22 acre of coastal and valley freshwater marsh, and 0.19 of emergent wetlands. Permanent impacts would occur to 31.8 acres of jurisdictional waters of the states, while temporary impacts would affect 21.7 acres of jurisdictional waters. With respect to federally protected species, the project would impact three locations where arroyo toad breeding populations have been documented, 6.41 acres of California gnatcatcher, three or four pairs of leaf Bell's vireo , 19.7 acres of southwestern willow flycatcher critical habitat. Planned and existing trails would require relocation. Traffic-generated noise levels would exceed federal standards at 13 sensitive noise receptors, and the visual aesthetics of the relatively rural area would be degraded significantly. LEGAL MANDATES: Department of Transportation Act of 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 07-0475D, Volume 31, Number 4. JF - EPA number: 080507, Final EIS--399 pages and maps, Appendices--327 pages and maps, December 5, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-07-01-F KW - Air Quality Assessments KW - Biologic Assessments KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Forests KW - Highways KW - Noise Standards Violations KW - Recreation Facilities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 404(b) Statements KW - Transportation KW - Trails KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16378738?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+76%2C+MELROSE+TO+SOUTH+MISSION%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA%3A+HIGHWAY+IMPROVEMENT+PROJECT.&rft.title=STATE+ROUTE+76%2C+MELROSE+TO+SOUTH+MISSION%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA%3A+HIGHWAY+IMPROVEMENT+PROJECT.&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 - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CANADIAN NATIONAL RAILWAY COMPANY ACQUISITION OF THE ELGIN, JOLIET & EASTERN RAILWAY COMPANY, ILLINOIS AND INDIANA (FINANCIAL DOCKET NO. 35087). AN - 16377741; 13762 AB - PURPOSE: The approval by the Surface Transportation Board of the acquisition of Elgin, Joliet and Eastern Railway Company (EJ&E) by the Canadian National Railway Company (CN) and Grand Trunk Corporation is proposed. The applicants would legally purchase EJ&W West Company, which is a wholly owned noncarrier subsidiary of EJ&E. to allow the applicants to use EJ&W's main rail line to connect all five of CN's rail lines in the metropolitan area of Chicago, Illinois, which includes a portion of northwest Indiana. Chicago has been the busiest rail gateway in the United States for more than 100 years. Trackage of six of the seven Class I freight railroad systems converge on Chicago from all directions excepting the northeast. These carriers transship freight to one another within the Chicago hub. EJ&E operates on more than 200 track miles, extending north and south between Waukegan and Joliet, Illinois, eastward to Gary, Indiana, and northwestward, along Lake Michigan, to Chicago. CN operates on 2,030 track miles in Canada and the United States, including 150 miles of rail, consisting of five subdivisions, inside the EJ&E arc. Each carrier operates three major freight switching and classification yards and several smaller yards in the Chicago metropolitan area. Following the purchase of EJ&E, CN would shift much of the rail traffic currently moving over CN's rail lines in Chicago to the EJ&E mainline. Rail traffic on the EJ&E rail lines inside EJ&E would generally decrease, and the number of trains operating on the EJ&E mainline outside Chicago would increase by 15 to 24 trains per day. The proposed action would result in the construction of six new connecting tracks between existing rail line, totaling 4.9 miles; construction along 19 miles to create five segments of double track to augment the existing single track; and increase in the use of Kirk Yard and East Joliet Yard for rail car classification and train assembly and disassembly. POSITIVE IMPACTS: The acquisition and related structural changes would improve CN's operations in and beyond the Chicago area by providing CN with a continuous rail route around Chicago, under CN's ownership, that would connect the five CN rail lines radiating from Chicago; make EJ&E's Kirk Yard (near Gary), as well as smaller facilities at Joliet and Whiting, Indiana available to CN, thus enabling the railroad to consolidate car classification work at Kirk Yard and East Joliet Yard and to reduce the use of the Belt Railway Company of Chicago Clearing Yard near Bedford Park, Illinois; and enable the CN system to benefit from rail transportation services provided by EJ&E for North American steel, chemical, and petrochemical industries, as well as for Chicago-area utilities and others, thereby allowing the applicants to develop closer and more extensive relationships with companies in those areas. NEGATIVE IMPACTS: The intended use by CN of EJ&E's system would significantly increase traffic within that system, presenting efficiency and safety challenges. These challenges could affect Metro passenger rail services, which are provided, in part using EJ&E tracks. Additional traffic would mean increased risk of automobile-train collisions at the 112 at-grade rail crossings of roadways within the EJ&E system. Moreover, congestion at crossings during train passages could affect the efficiency of emergency services. One of the eight moveable-span bridges within the system would operate less efficiently due to expected increases in train traffic. Workers laying the abovementioned 19 miles of new double-track and 4.9 miles of new connecting rail lines would encounter hazardous waste sites. Some connections would require acquisition of open space, other protected land, and residential property but, overall, land use patterns would be retained. Construction requirements would add $37.49 million in labor income and $50 million per year to the local economy for two years. Noise generated by train operations would exceed federal standards at 1,559 sensitive receptor sites within the EJ&E system, but this would be offset by relief of 2,738 sensitive receptors from excessive noise along the CN tracks in the Chicago area. Vibration levels at 422 vibration sensitive receptors would exceed federal standards. Due to increased system efficiency, the proposed action would result in the loss of approximately 280 jobs in the Chicago area, reducing the annual gross regional product by $32.7 million. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080510, Executive Summary--81 pages, Volume I--333 pages, Volume II--637 pages, Volume III--988 pages, Volume IV--510 pages, Volume V--587 pages, CD-ROMs (2, December 5, 2008 PY - 2008 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Employment KW - Noise Assessments KW - Noise Standards Violations KW - Open Space KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety Analyses KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Water Resources Surveys KW - Illinois KW - Indiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16377741?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.title=CANADIAN+NATIONAL+RAILWAY+COMPANY+ACQUISITION+OF+THE+ELGIN%2C+JOLIET+%26+EASTERN+RAILWAY+COMPANY%2C+ILLINOIS+AND+INDIANA+%28FINANCIAL+DOCKET+NO.+35087%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 4 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825986; 13720-080367_0004 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825986?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&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 (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 1 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825971; 13720-080367_0001 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825971?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&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 (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 4 of 8] T2 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 756825912; 13754-080502_0004 AB - PURPOSE: The construction and operation of an 18-mile eastern extension of the Link light rail transit (LRT) system is proposed to enhance transportation in the Central Puget Sound metropolitan region of King County, Washington. The East Link LRT system would connect to the rail's system's initial segment in downtown Seattle and extend the system east to Mercer Island, Bellevue, and Redmond. Local, regional, and state agencies have been studying high-capacity transportation alternatives to connect Seattle and the Eastside of King County since the mid-1960s. In 2004, The Puget Sound Regional Council published a report establishing a basis for a cross-lake Corridor, connecting the urban centers of Seattle, Bellevue, Overlake, and Redmond. Today, much of the Central Link is complete, and the Central Puget Sound Regional Transit Authority is moving forward with the next phase, the East Link proposed here. Alternatives are considered for five Corridor segments in this draft EIS. Segment A, which runs along Interstate 90 (I-90), would connect downtown Seattle to Mercer Island and South Bellevue. Segment B would connect I-90 to Southeast Sixth Street along one of three corridors, namely Bellevue Way, 112th Avenue Southeast, or the Burlington Northern Santa Fe (BNSF) Railway rights-of-way. Segment C would extend through downtown Bellevue between Northeast Sixth Street and an I-405 crossing at either NE Sixth Street of Northeast 12th Street on either an at-grade or elevated or tunnel profile. Segment D would extend from the I-405 crossing to the Overlake Transit Center, either through the Bel-Red Corridor or along State Route (SR) 520. Segment E would extend from Overlake Transit Center to downtown Redmond via the SR 520 Corridor to the West Lake Sammamish Parkway, then proceed through downtown Redmond via either Redmond Way or the BNSF Railway Corridor. Alternatives considered include a No-Build Alternative, one Alternative for Segment A, five alternatives for Segment B, six alternatives for Segment C, four alternatives for Segment D, three alternatives for Segment E, and four maintenance facility site alternatives. Access to the East Link system would be provided via 10 to 13 stations. Interim termini could occur at the east end of Segment C or any station in segments D or E. Construction would begin in 2013, with operation underway between 2020 and 2021. The project could be implemented in phases, depending on available funding and other factors. Any station beyond the last station along Segment C could be considered an interim station. POSITIVE IMPACTS: The East Link LRT system would improve the speed and reliability of the regional transportation network and expand network capacity. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Project development would require the displacement of residences and businesses, land in recreational use, including parkland, and open space, as well as historically significant structures and archaeologic sites. The transit facilities would significant alter visual aesthetics along the chosen corridors. Utilities would have to be relocated in some areas. Construction workers would encounter hazardous waste sites. With respect to the natural environment, the project would impact wetlands and other wildlife habitats. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080502, Executive Summary--57 pages, Draft EIS--651 pages, December 4, 2008 PY - 2008 VL - 4 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Economic Assessments KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Geologic Surveys KW - Hazardous Wastes KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Open Space KW - Parks KW - Recreation Resources KW - Recreation Resources Surveys KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825912?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+405%2C+SEPULVEDA+PASS+WIDENING+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+405%2C+SEPULVEDA+PASS+WIDENING+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, Seattle, Washington; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 3 of 8] T2 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 756825895; 13754-080502_0003 AB - PURPOSE: The construction and operation of an 18-mile eastern extension of the Link light rail transit (LRT) system is proposed to enhance transportation in the Central Puget Sound metropolitan region of King County, Washington. The East Link LRT system would connect to the rail's system's initial segment in downtown Seattle and extend the system east to Mercer Island, Bellevue, and Redmond. Local, regional, and state agencies have been studying high-capacity transportation alternatives to connect Seattle and the Eastside of King County since the mid-1960s. In 2004, The Puget Sound Regional Council published a report establishing a basis for a cross-lake Corridor, connecting the urban centers of Seattle, Bellevue, Overlake, and Redmond. Today, much of the Central Link is complete, and the Central Puget Sound Regional Transit Authority is moving forward with the next phase, the East Link proposed here. Alternatives are considered for five Corridor segments in this draft EIS. Segment A, which runs along Interstate 90 (I-90), would connect downtown Seattle to Mercer Island and South Bellevue. Segment B would connect I-90 to Southeast Sixth Street along one of three corridors, namely Bellevue Way, 112th Avenue Southeast, or the Burlington Northern Santa Fe (BNSF) Railway rights-of-way. Segment C would extend through downtown Bellevue between Northeast Sixth Street and an I-405 crossing at either NE Sixth Street of Northeast 12th Street on either an at-grade or elevated or tunnel profile. Segment D would extend from the I-405 crossing to the Overlake Transit Center, either through the Bel-Red Corridor or along State Route (SR) 520. Segment E would extend from Overlake Transit Center to downtown Redmond via the SR 520 Corridor to the West Lake Sammamish Parkway, then proceed through downtown Redmond via either Redmond Way or the BNSF Railway Corridor. Alternatives considered include a No-Build Alternative, one Alternative for Segment A, five alternatives for Segment B, six alternatives for Segment C, four alternatives for Segment D, three alternatives for Segment E, and four maintenance facility site alternatives. Access to the East Link system would be provided via 10 to 13 stations. Interim termini could occur at the east end of Segment C or any station in segments D or E. Construction would begin in 2013, with operation underway between 2020 and 2021. The project could be implemented in phases, depending on available funding and other factors. Any station beyond the last station along Segment C could be considered an interim station. POSITIVE IMPACTS: The East Link LRT system would improve the speed and reliability of the regional transportation network and expand network capacity. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Project development would require the displacement of residences and businesses, land in recreational use, including parkland, and open space, as well as historically significant structures and archaeologic sites. The transit facilities would significant alter visual aesthetics along the chosen corridors. Utilities would have to be relocated in some areas. Construction workers would encounter hazardous waste sites. With respect to the natural environment, the project would impact wetlands and other wildlife habitats. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080502, Executive Summary--57 pages, Draft EIS--651 pages, December 4, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Economic Assessments KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Geologic Surveys KW - Hazardous Wastes KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Open Space KW - Parks KW - Recreation Resources KW - Recreation Resources Surveys KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825895?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+405%2C+SEPULVEDA+PASS+WIDENING+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+405%2C+SEPULVEDA+PASS+WIDENING+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, Seattle, Washington; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 20 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825269; 13720-080367_0020 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825269?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+405%2C+SEPULVEDA+PASS+WIDENING+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+405%2C+SEPULVEDA+PASS+WIDENING+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 19 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825267; 13720-080367_0019 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825267?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&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 (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 18 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825265; 13720-080367_0018 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825265?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&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 (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 17 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825262; 13720-080367_0017 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825262?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+405%2C+SEPULVEDA+PASS+WIDENING+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+405%2C+SEPULVEDA+PASS+WIDENING+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 16 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825259; 13720-080367_0016 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825259?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&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 (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 14 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825256; 13720-080367_0014 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825256?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&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 (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 13 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825252; 13720-080367_0013 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825252?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+405%2C+SEPULVEDA+PASS+WIDENING+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+405%2C+SEPULVEDA+PASS+WIDENING+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 10 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825249; 13720-080367_0010 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825249?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+405%2C+SEPULVEDA+PASS+WIDENING+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+405%2C+SEPULVEDA+PASS+WIDENING+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 6 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825245; 13720-080367_0006 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825245?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&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 (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 5 of 8] T2 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 756825233; 13754-080502_0005 AB - PURPOSE: The construction and operation of an 18-mile eastern extension of the Link light rail transit (LRT) system is proposed to enhance transportation in the Central Puget Sound metropolitan region of King County, Washington. The East Link LRT system would connect to the rail's system's initial segment in downtown Seattle and extend the system east to Mercer Island, Bellevue, and Redmond. Local, regional, and state agencies have been studying high-capacity transportation alternatives to connect Seattle and the Eastside of King County since the mid-1960s. In 2004, The Puget Sound Regional Council published a report establishing a basis for a cross-lake Corridor, connecting the urban centers of Seattle, Bellevue, Overlake, and Redmond. Today, much of the Central Link is complete, and the Central Puget Sound Regional Transit Authority is moving forward with the next phase, the East Link proposed here. Alternatives are considered for five Corridor segments in this draft EIS. Segment A, which runs along Interstate 90 (I-90), would connect downtown Seattle to Mercer Island and South Bellevue. Segment B would connect I-90 to Southeast Sixth Street along one of three corridors, namely Bellevue Way, 112th Avenue Southeast, or the Burlington Northern Santa Fe (BNSF) Railway rights-of-way. Segment C would extend through downtown Bellevue between Northeast Sixth Street and an I-405 crossing at either NE Sixth Street of Northeast 12th Street on either an at-grade or elevated or tunnel profile. Segment D would extend from the I-405 crossing to the Overlake Transit Center, either through the Bel-Red Corridor or along State Route (SR) 520. Segment E would extend from Overlake Transit Center to downtown Redmond via the SR 520 Corridor to the West Lake Sammamish Parkway, then proceed through downtown Redmond via either Redmond Way or the BNSF Railway Corridor. Alternatives considered include a No-Build Alternative, one Alternative for Segment A, five alternatives for Segment B, six alternatives for Segment C, four alternatives for Segment D, three alternatives for Segment E, and four maintenance facility site alternatives. Access to the East Link system would be provided via 10 to 13 stations. Interim termini could occur at the east end of Segment C or any station in segments D or E. Construction would begin in 2013, with operation underway between 2020 and 2021. The project could be implemented in phases, depending on available funding and other factors. Any station beyond the last station along Segment C could be considered an interim station. POSITIVE IMPACTS: The East Link LRT system would improve the speed and reliability of the regional transportation network and expand network capacity. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Project development would require the displacement of residences and businesses, land in recreational use, including parkland, and open space, as well as historically significant structures and archaeologic sites. The transit facilities would significant alter visual aesthetics along the chosen corridors. Utilities would have to be relocated in some areas. Construction workers would encounter hazardous waste sites. With respect to the natural environment, the project would impact wetlands and other wildlife habitats. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080502, Executive Summary--57 pages, Draft EIS--651 pages, December 4, 2008 PY - 2008 VL - 5 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Economic Assessments KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Geologic Surveys KW - Hazardous Wastes KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Open Space KW - Parks KW - Recreation Resources KW - Recreation Resources Surveys KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825233?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Alexander&rft.date=2008-03-01&rft.volume=120&rft.issue=1&rft.spage=77&rft.isbn=&rft.btitle=&rft.title=Naval+Engineers+Journal&rft.issn=00281425&rft_id=info:doi/10.1111%2Fj.1559-3584.2008.00113.x LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 15 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825168; 13720-080367_0015 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825168?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&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 (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 12 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825161; 13720-080367_0012 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825161?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&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 (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 11 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825156; 13720-080367_0011 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825156?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&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 (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 3 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825154; 13720-080367_0003 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825154?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-03-01&rft.volume=51&rft.issue=1&rft.spage=21&rft.isbn=&rft.btitle=&rft.title=AEG+News&rft.issn=08995788&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 9 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825150; 13720-080367_0009 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825150?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&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 (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 8 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756825142; 13720-080367_0008 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756825142?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&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 (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 8 of 8] T2 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 756825069; 13754-080502_0008 AB - PURPOSE: The construction and operation of an 18-mile eastern extension of the Link light rail transit (LRT) system is proposed to enhance transportation in the Central Puget Sound metropolitan region of King County, Washington. The East Link LRT system would connect to the rail's system's initial segment in downtown Seattle and extend the system east to Mercer Island, Bellevue, and Redmond. Local, regional, and state agencies have been studying high-capacity transportation alternatives to connect Seattle and the Eastside of King County since the mid-1960s. In 2004, The Puget Sound Regional Council published a report establishing a basis for a cross-lake Corridor, connecting the urban centers of Seattle, Bellevue, Overlake, and Redmond. Today, much of the Central Link is complete, and the Central Puget Sound Regional Transit Authority is moving forward with the next phase, the East Link proposed here. Alternatives are considered for five Corridor segments in this draft EIS. Segment A, which runs along Interstate 90 (I-90), would connect downtown Seattle to Mercer Island and South Bellevue. Segment B would connect I-90 to Southeast Sixth Street along one of three corridors, namely Bellevue Way, 112th Avenue Southeast, or the Burlington Northern Santa Fe (BNSF) Railway rights-of-way. Segment C would extend through downtown Bellevue between Northeast Sixth Street and an I-405 crossing at either NE Sixth Street of Northeast 12th Street on either an at-grade or elevated or tunnel profile. Segment D would extend from the I-405 crossing to the Overlake Transit Center, either through the Bel-Red Corridor or along State Route (SR) 520. Segment E would extend from Overlake Transit Center to downtown Redmond via the SR 520 Corridor to the West Lake Sammamish Parkway, then proceed through downtown Redmond via either Redmond Way or the BNSF Railway Corridor. Alternatives considered include a No-Build Alternative, one Alternative for Segment A, five alternatives for Segment B, six alternatives for Segment C, four alternatives for Segment D, three alternatives for Segment E, and four maintenance facility site alternatives. Access to the East Link system would be provided via 10 to 13 stations. Interim termini could occur at the east end of Segment C or any station in segments D or E. Construction would begin in 2013, with operation underway between 2020 and 2021. The project could be implemented in phases, depending on available funding and other factors. Any station beyond the last station along Segment C could be considered an interim station. POSITIVE IMPACTS: The East Link LRT system would improve the speed and reliability of the regional transportation network and expand network capacity. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Project development would require the displacement of residences and businesses, land in recreational use, including parkland, and open space, as well as historically significant structures and archaeologic sites. The transit facilities would significant alter visual aesthetics along the chosen corridors. Utilities would have to be relocated in some areas. Construction workers would encounter hazardous waste sites. With respect to the natural environment, the project would impact wetlands and other wildlife habitats. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080502, Executive Summary--57 pages, Draft EIS--651 pages, December 4, 2008 PY - 2008 VL - 8 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Economic Assessments KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Geologic Surveys KW - Hazardous Wastes KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Open Space KW - Parks KW - Recreation Resources KW - Recreation Resources Surveys KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825069?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 1 of 8] T2 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 756825059; 13754-080502_0001 AB - PURPOSE: The construction and operation of an 18-mile eastern extension of the Link light rail transit (LRT) system is proposed to enhance transportation in the Central Puget Sound metropolitan region of King County, Washington. The East Link LRT system would connect to the rail's system's initial segment in downtown Seattle and extend the system east to Mercer Island, Bellevue, and Redmond. Local, regional, and state agencies have been studying high-capacity transportation alternatives to connect Seattle and the Eastside of King County since the mid-1960s. In 2004, The Puget Sound Regional Council published a report establishing a basis for a cross-lake Corridor, connecting the urban centers of Seattle, Bellevue, Overlake, and Redmond. Today, much of the Central Link is complete, and the Central Puget Sound Regional Transit Authority is moving forward with the next phase, the East Link proposed here. Alternatives are considered for five Corridor segments in this draft EIS. Segment A, which runs along Interstate 90 (I-90), would connect downtown Seattle to Mercer Island and South Bellevue. Segment B would connect I-90 to Southeast Sixth Street along one of three corridors, namely Bellevue Way, 112th Avenue Southeast, or the Burlington Northern Santa Fe (BNSF) Railway rights-of-way. Segment C would extend through downtown Bellevue between Northeast Sixth Street and an I-405 crossing at either NE Sixth Street of Northeast 12th Street on either an at-grade or elevated or tunnel profile. Segment D would extend from the I-405 crossing to the Overlake Transit Center, either through the Bel-Red Corridor or along State Route (SR) 520. Segment E would extend from Overlake Transit Center to downtown Redmond via the SR 520 Corridor to the West Lake Sammamish Parkway, then proceed through downtown Redmond via either Redmond Way or the BNSF Railway Corridor. Alternatives considered include a No-Build Alternative, one Alternative for Segment A, five alternatives for Segment B, six alternatives for Segment C, four alternatives for Segment D, three alternatives for Segment E, and four maintenance facility site alternatives. Access to the East Link system would be provided via 10 to 13 stations. Interim termini could occur at the east end of Segment C or any station in segments D or E. Construction would begin in 2013, with operation underway between 2020 and 2021. The project could be implemented in phases, depending on available funding and other factors. Any station beyond the last station along Segment C could be considered an interim station. POSITIVE IMPACTS: The East Link LRT system would improve the speed and reliability of the regional transportation network and expand network capacity. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Project development would require the displacement of residences and businesses, land in recreational use, including parkland, and open space, as well as historically significant structures and archaeologic sites. The transit facilities would significant alter visual aesthetics along the chosen corridors. Utilities would have to be relocated in some areas. Construction workers would encounter hazardous waste sites. With respect to the natural environment, the project would impact wetlands and other wildlife habitats. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080502, Executive Summary--57 pages, Draft EIS--651 pages, December 4, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Economic Assessments KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Geologic Surveys KW - Hazardous Wastes KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Open Space KW - Parks KW - Recreation Resources KW - Recreation Resources Surveys KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825059?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 2 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756824991; 13720-080367_0002 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756824991?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&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 (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 6 of 8] T2 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 756824940; 13754-080502_0006 AB - PURPOSE: The construction and operation of an 18-mile eastern extension of the Link light rail transit (LRT) system is proposed to enhance transportation in the Central Puget Sound metropolitan region of King County, Washington. The East Link LRT system would connect to the rail's system's initial segment in downtown Seattle and extend the system east to Mercer Island, Bellevue, and Redmond. Local, regional, and state agencies have been studying high-capacity transportation alternatives to connect Seattle and the Eastside of King County since the mid-1960s. In 2004, The Puget Sound Regional Council published a report establishing a basis for a cross-lake Corridor, connecting the urban centers of Seattle, Bellevue, Overlake, and Redmond. Today, much of the Central Link is complete, and the Central Puget Sound Regional Transit Authority is moving forward with the next phase, the East Link proposed here. Alternatives are considered for five Corridor segments in this draft EIS. Segment A, which runs along Interstate 90 (I-90), would connect downtown Seattle to Mercer Island and South Bellevue. Segment B would connect I-90 to Southeast Sixth Street along one of three corridors, namely Bellevue Way, 112th Avenue Southeast, or the Burlington Northern Santa Fe (BNSF) Railway rights-of-way. Segment C would extend through downtown Bellevue between Northeast Sixth Street and an I-405 crossing at either NE Sixth Street of Northeast 12th Street on either an at-grade or elevated or tunnel profile. Segment D would extend from the I-405 crossing to the Overlake Transit Center, either through the Bel-Red Corridor or along State Route (SR) 520. Segment E would extend from Overlake Transit Center to downtown Redmond via the SR 520 Corridor to the West Lake Sammamish Parkway, then proceed through downtown Redmond via either Redmond Way or the BNSF Railway Corridor. Alternatives considered include a No-Build Alternative, one Alternative for Segment A, five alternatives for Segment B, six alternatives for Segment C, four alternatives for Segment D, three alternatives for Segment E, and four maintenance facility site alternatives. Access to the East Link system would be provided via 10 to 13 stations. Interim termini could occur at the east end of Segment C or any station in segments D or E. Construction would begin in 2013, with operation underway between 2020 and 2021. The project could be implemented in phases, depending on available funding and other factors. Any station beyond the last station along Segment C could be considered an interim station. POSITIVE IMPACTS: The East Link LRT system would improve the speed and reliability of the regional transportation network and expand network capacity. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Project development would require the displacement of residences and businesses, land in recreational use, including parkland, and open space, as well as historically significant structures and archaeologic sites. The transit facilities would significant alter visual aesthetics along the chosen corridors. Utilities would have to be relocated in some areas. Construction workers would encounter hazardous waste sites. With respect to the natural environment, the project would impact wetlands and other wildlife habitats. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080502, Executive Summary--57 pages, Draft EIS--651 pages, December 4, 2008 PY - 2008 VL - 6 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Economic Assessments KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Geologic Surveys KW - Hazardous Wastes KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Open Space KW - Parks KW - Recreation Resources KW - Recreation Resources Surveys KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824940?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 31 IMPROVEMENT PROJECT, INTERSTATE 465 TO STATE ROAD 38, HAMILTON COUNTY, INDIANA. [Part 2 of 3] T2 - US 31 IMPROVEMENT PROJECT, INTERSTATE 465 TO STATE ROAD 38, HAMILTON COUNTY, INDIANA. AN - 756824878; 13757-080505_0002 AB - PURPOSE: The improvement of a 12.5-mile segment of US 31 between the North Leg of Interstate 465 (I-465) and State Road (SR) 38 in Hamilton County, Indiana is proposed. The segment under consideration traverses the City of Carmel, Clay Township, the town of Westfield, and Washington Township. I-465 was designated as the southern project terminus because it represented an additional significant east-west arterial that intersects with US 31 north of Westfield. Transportation improvements are needed to increase traffic capacity and address safety deficiencies. US 31 has been designated at "Statewide Mobility Corridor" as well as an important "Commerce Corridor". A No Action Alterative and two freeway alternatives were considered in detail in the draft EIS of June 2003. Under the preferred Alternative variations (Alternative F1 though F6), the existing four-lane roadway would be reconstructed as a six-lane freeway, with a 55-foot median and 10 new interchanges to provide access control. All crossroads that were not accessed via interchange would cross the facility via overpasses or be closed; 18 roads would be closed. While preparation of the final EIS began in 2004, Indiana experienced a gubernatorial change and restructuring of the Indiana Department of Transportation, resulting in significant budgetary adjustments that halted progress on the US 31 project. A subsequent infusion of funds has enabled the implementation of the project, but interim revisions in the project necessitated the development of a draft supplemental EIS in May 2008, which updates the draft EIS. Four alternatives, including a No Action Alternative, are considered in the supplement and the same four alternatives are considered in this final EIS. Under the currently preferred Alternative, known as the Major Moves Alternative, modifies some of the interchange designs forwarded under the preferred Alternative identified in the 2003 draft EIS, identified in the supplement as the F4 Alternative, which is presented in this final EIS as originally proposed and as currently formulated. In addition, the Major Moves Alternative would add a slip ramp at the Old Meridian access point, add a round-about interchange design option for 131st and 136st streets. shift the alignment of 136th Street south of its existing alignment, provide an overpass at Union Street, and remove the northern realignment of 191st proposed under Alternative F4. Cost for either the originally proposed F4 Alternative or the currently proposed F4 Alternative is estimated at $434 million, while the cost of the Major Moves Alternative is estimated at $483 million. POSITIVE IMPACTS: In addition to increasing capacity and improving safety within the affected Corridor, the preferred Alternative would be one of the four alternatives that would forward the requirements of statewide planning direction. Moreover, Alternative F would require the less right-of-way than the other action Alternative. NEGATIVE IMPACTS: Rights-of-way requirements for the currently preferred Alternative would displace 354.3 acres of land, including 15.6 acres of industrial land, 27.4 acres of institutional land, 34.8 acres of residential land, 81 acres of farmland, 31 acres of forest, 45.3 acres of 100-year floodplain, 6.8 acres of wetlands, 94.3 acres of commercial land, 17.3 acres of shrub/brush rangeland, 7.3 acres of herbaceous rangeland, Relocated structures would include two churches, 55 single-family residences, one multi-unit residence, 28 retail outlets, 17 office structures, and five industrial structures. Land would be removed from two school properties. The project would traverse 31 streams and ditches, affecting 8,313 linear feet of channel. Ten archaeological sites and 54 acres within which there is a high probably of archaeological sites would be affected, and one structures eligible for listing in the National Register of Historic Places would also be affected. Construction workers would encounter 34 hazardous materials sites. A total of 28 noise sensitive sites would be exposed to traffic-generated noise in excess of federal standards. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS and the supplement to the draft, see 03-0465D, Volume 27, Number 4 and 08-0331D, Volume 32, Number 3, respectively. JF - EPA number: 080505, 497 pages and maps, December 4, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-03-01-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Ranges KW - Relocations-Property Acquisitions KW - Safety KW - Schools KW - Streams KW - Transportation KW - Traffic Analyses KW - Vegetation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance 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/756824878?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+31+IMPROVEMENT+PROJECT%2C+INTERSTATE+465+TO+STATE+ROAD+38%2C+HAMILTON+COUNTY%2C+INDIANA.&rft.title=US+31+IMPROVEMENT+PROJECT%2C+INTERSTATE+465+TO+STATE+ROAD+38%2C+HAMILTON+COUNTY%2C+INDIANA.&rft.issn=&rft_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 - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 31 IMPROVEMENT PROJECT, INTERSTATE 465 TO STATE ROAD 38, HAMILTON COUNTY, INDIANA. [Part 1 of 3] T2 - US 31 IMPROVEMENT PROJECT, INTERSTATE 465 TO STATE ROAD 38, HAMILTON COUNTY, INDIANA. AN - 756824864; 13757-080505_0001 AB - PURPOSE: The improvement of a 12.5-mile segment of US 31 between the North Leg of Interstate 465 (I-465) and State Road (SR) 38 in Hamilton County, Indiana is proposed. The segment under consideration traverses the City of Carmel, Clay Township, the town of Westfield, and Washington Township. I-465 was designated as the southern project terminus because it represented an additional significant east-west arterial that intersects with US 31 north of Westfield. Transportation improvements are needed to increase traffic capacity and address safety deficiencies. US 31 has been designated at "Statewide Mobility Corridor" as well as an important "Commerce Corridor". A No Action Alterative and two freeway alternatives were considered in detail in the draft EIS of June 2003. Under the preferred Alternative variations (Alternative F1 though F6), the existing four-lane roadway would be reconstructed as a six-lane freeway, with a 55-foot median and 10 new interchanges to provide access control. All crossroads that were not accessed via interchange would cross the facility via overpasses or be closed; 18 roads would be closed. While preparation of the final EIS began in 2004, Indiana experienced a gubernatorial change and restructuring of the Indiana Department of Transportation, resulting in significant budgetary adjustments that halted progress on the US 31 project. A subsequent infusion of funds has enabled the implementation of the project, but interim revisions in the project necessitated the development of a draft supplemental EIS in May 2008, which updates the draft EIS. Four alternatives, including a No Action Alternative, are considered in the supplement and the same four alternatives are considered in this final EIS. Under the currently preferred Alternative, known as the Major Moves Alternative, modifies some of the interchange designs forwarded under the preferred Alternative identified in the 2003 draft EIS, identified in the supplement as the F4 Alternative, which is presented in this final EIS as originally proposed and as currently formulated. In addition, the Major Moves Alternative would add a slip ramp at the Old Meridian access point, add a round-about interchange design option for 131st and 136st streets. shift the alignment of 136th Street south of its existing alignment, provide an overpass at Union Street, and remove the northern realignment of 191st proposed under Alternative F4. Cost for either the originally proposed F4 Alternative or the currently proposed F4 Alternative is estimated at $434 million, while the cost of the Major Moves Alternative is estimated at $483 million. POSITIVE IMPACTS: In addition to increasing capacity and improving safety within the affected Corridor, the preferred Alternative would be one of the four alternatives that would forward the requirements of statewide planning direction. Moreover, Alternative F would require the less right-of-way than the other action Alternative. NEGATIVE IMPACTS: Rights-of-way requirements for the currently preferred Alternative would displace 354.3 acres of land, including 15.6 acres of industrial land, 27.4 acres of institutional land, 34.8 acres of residential land, 81 acres of farmland, 31 acres of forest, 45.3 acres of 100-year floodplain, 6.8 acres of wetlands, 94.3 acres of commercial land, 17.3 acres of shrub/brush rangeland, 7.3 acres of herbaceous rangeland, Relocated structures would include two churches, 55 single-family residences, one multi-unit residence, 28 retail outlets, 17 office structures, and five industrial structures. Land would be removed from two school properties. The project would traverse 31 streams and ditches, affecting 8,313 linear feet of channel. Ten archaeological sites and 54 acres within which there is a high probably of archaeological sites would be affected, and one structures eligible for listing in the National Register of Historic Places would also be affected. Construction workers would encounter 34 hazardous materials sites. A total of 28 noise sensitive sites would be exposed to traffic-generated noise in excess of federal standards. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS and the supplement to the draft, see 03-0465D, Volume 27, Number 4 and 08-0331D, Volume 32, Number 3, respectively. JF - EPA number: 080505, 497 pages and maps, December 4, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-03-01-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Ranges KW - Relocations-Property Acquisitions KW - Safety KW - Schools KW - Streams KW - Transportation KW - Traffic Analyses KW - Vegetation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance 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/756824864?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+31+IMPROVEMENT+PROJECT%2C+INTERSTATE+465+TO+STATE+ROAD+38%2C+HAMILTON+COUNTY%2C+INDIANA.&rft.title=US+31+IMPROVEMENT+PROJECT%2C+INTERSTATE+465+TO+STATE+ROAD+38%2C+HAMILTON+COUNTY%2C+INDIANA.&rft.issn=&rft_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 - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 7 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756824843; 13720-080367_0007 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756824843?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&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 (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). [Part 5 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 756824827; 13720-080367_0005 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/756824827?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&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 (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 7 of 8] T2 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 756824705; 13754-080502_0007 AB - PURPOSE: The construction and operation of an 18-mile eastern extension of the Link light rail transit (LRT) system is proposed to enhance transportation in the Central Puget Sound metropolitan region of King County, Washington. The East Link LRT system would connect to the rail's system's initial segment in downtown Seattle and extend the system east to Mercer Island, Bellevue, and Redmond. Local, regional, and state agencies have been studying high-capacity transportation alternatives to connect Seattle and the Eastside of King County since the mid-1960s. In 2004, The Puget Sound Regional Council published a report establishing a basis for a cross-lake Corridor, connecting the urban centers of Seattle, Bellevue, Overlake, and Redmond. Today, much of the Central Link is complete, and the Central Puget Sound Regional Transit Authority is moving forward with the next phase, the East Link proposed here. Alternatives are considered for five Corridor segments in this draft EIS. Segment A, which runs along Interstate 90 (I-90), would connect downtown Seattle to Mercer Island and South Bellevue. Segment B would connect I-90 to Southeast Sixth Street along one of three corridors, namely Bellevue Way, 112th Avenue Southeast, or the Burlington Northern Santa Fe (BNSF) Railway rights-of-way. Segment C would extend through downtown Bellevue between Northeast Sixth Street and an I-405 crossing at either NE Sixth Street of Northeast 12th Street on either an at-grade or elevated or tunnel profile. Segment D would extend from the I-405 crossing to the Overlake Transit Center, either through the Bel-Red Corridor or along State Route (SR) 520. Segment E would extend from Overlake Transit Center to downtown Redmond via the SR 520 Corridor to the West Lake Sammamish Parkway, then proceed through downtown Redmond via either Redmond Way or the BNSF Railway Corridor. Alternatives considered include a No-Build Alternative, one Alternative for Segment A, five alternatives for Segment B, six alternatives for Segment C, four alternatives for Segment D, three alternatives for Segment E, and four maintenance facility site alternatives. Access to the East Link system would be provided via 10 to 13 stations. Interim termini could occur at the east end of Segment C or any station in segments D or E. Construction would begin in 2013, with operation underway between 2020 and 2021. The project could be implemented in phases, depending on available funding and other factors. Any station beyond the last station along Segment C could be considered an interim station. POSITIVE IMPACTS: The East Link LRT system would improve the speed and reliability of the regional transportation network and expand network capacity. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Project development would require the displacement of residences and businesses, land in recreational use, including parkland, and open space, as well as historically significant structures and archaeologic sites. The transit facilities would significant alter visual aesthetics along the chosen corridors. Utilities would have to be relocated in some areas. Construction workers would encounter hazardous waste sites. With respect to the natural environment, the project would impact wetlands and other wildlife habitats. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080502, Executive Summary--57 pages, Draft EIS--651 pages, December 4, 2008 PY - 2008 VL - 7 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Economic Assessments KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Geologic Surveys KW - Hazardous Wastes KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Open Space KW - Parks KW - Recreation Resources KW - Recreation Resources Surveys KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824705?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 31 IMPROVEMENT PROJECT, INTERSTATE 465 TO STATE ROAD 38, HAMILTON COUNTY, INDIANA. [Part 3 of 3] T2 - US 31 IMPROVEMENT PROJECT, INTERSTATE 465 TO STATE ROAD 38, HAMILTON COUNTY, INDIANA. AN - 756824683; 13757-080505_0003 AB - PURPOSE: The improvement of a 12.5-mile segment of US 31 between the North Leg of Interstate 465 (I-465) and State Road (SR) 38 in Hamilton County, Indiana is proposed. The segment under consideration traverses the City of Carmel, Clay Township, the town of Westfield, and Washington Township. I-465 was designated as the southern project terminus because it represented an additional significant east-west arterial that intersects with US 31 north of Westfield. Transportation improvements are needed to increase traffic capacity and address safety deficiencies. US 31 has been designated at "Statewide Mobility Corridor" as well as an important "Commerce Corridor". A No Action Alterative and two freeway alternatives were considered in detail in the draft EIS of June 2003. Under the preferred Alternative variations (Alternative F1 though F6), the existing four-lane roadway would be reconstructed as a six-lane freeway, with a 55-foot median and 10 new interchanges to provide access control. All crossroads that were not accessed via interchange would cross the facility via overpasses or be closed; 18 roads would be closed. While preparation of the final EIS began in 2004, Indiana experienced a gubernatorial change and restructuring of the Indiana Department of Transportation, resulting in significant budgetary adjustments that halted progress on the US 31 project. A subsequent infusion of funds has enabled the implementation of the project, but interim revisions in the project necessitated the development of a draft supplemental EIS in May 2008, which updates the draft EIS. Four alternatives, including a No Action Alternative, are considered in the supplement and the same four alternatives are considered in this final EIS. Under the currently preferred Alternative, known as the Major Moves Alternative, modifies some of the interchange designs forwarded under the preferred Alternative identified in the 2003 draft EIS, identified in the supplement as the F4 Alternative, which is presented in this final EIS as originally proposed and as currently formulated. In addition, the Major Moves Alternative would add a slip ramp at the Old Meridian access point, add a round-about interchange design option for 131st and 136st streets. shift the alignment of 136th Street south of its existing alignment, provide an overpass at Union Street, and remove the northern realignment of 191st proposed under Alternative F4. Cost for either the originally proposed F4 Alternative or the currently proposed F4 Alternative is estimated at $434 million, while the cost of the Major Moves Alternative is estimated at $483 million. POSITIVE IMPACTS: In addition to increasing capacity and improving safety within the affected Corridor, the preferred Alternative would be one of the four alternatives that would forward the requirements of statewide planning direction. Moreover, Alternative F would require the less right-of-way than the other action Alternative. NEGATIVE IMPACTS: Rights-of-way requirements for the currently preferred Alternative would displace 354.3 acres of land, including 15.6 acres of industrial land, 27.4 acres of institutional land, 34.8 acres of residential land, 81 acres of farmland, 31 acres of forest, 45.3 acres of 100-year floodplain, 6.8 acres of wetlands, 94.3 acres of commercial land, 17.3 acres of shrub/brush rangeland, 7.3 acres of herbaceous rangeland, Relocated structures would include two churches, 55 single-family residences, one multi-unit residence, 28 retail outlets, 17 office structures, and five industrial structures. Land would be removed from two school properties. The project would traverse 31 streams and ditches, affecting 8,313 linear feet of channel. Ten archaeological sites and 54 acres within which there is a high probably of archaeological sites would be affected, and one structures eligible for listing in the National Register of Historic Places would also be affected. Construction workers would encounter 34 hazardous materials sites. A total of 28 noise sensitive sites would be exposed to traffic-generated noise in excess of federal standards. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS and the supplement to the draft, see 03-0465D, Volume 27, Number 4 and 08-0331D, Volume 32, Number 3, respectively. JF - EPA number: 080505, 497 pages and maps, December 4, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-03-01-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Ranges KW - Relocations-Property Acquisitions KW - Safety KW - Schools KW - Streams KW - Transportation KW - Traffic Analyses KW - Vegetation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance 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/756824683?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+31+IMPROVEMENT+PROJECT%2C+INTERSTATE+465+TO+STATE+ROAD+38%2C+HAMILTON+COUNTY%2C+INDIANA.&rft.title=US+31+IMPROVEMENT+PROJECT%2C+INTERSTATE+465+TO+STATE+ROAD+38%2C+HAMILTON+COUNTY%2C+INDIANA.&rft.issn=&rft_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 - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 2 of 8] T2 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 756824677; 13754-080502_0002 AB - PURPOSE: The construction and operation of an 18-mile eastern extension of the Link light rail transit (LRT) system is proposed to enhance transportation in the Central Puget Sound metropolitan region of King County, Washington. The East Link LRT system would connect to the rail's system's initial segment in downtown Seattle and extend the system east to Mercer Island, Bellevue, and Redmond. Local, regional, and state agencies have been studying high-capacity transportation alternatives to connect Seattle and the Eastside of King County since the mid-1960s. In 2004, The Puget Sound Regional Council published a report establishing a basis for a cross-lake Corridor, connecting the urban centers of Seattle, Bellevue, Overlake, and Redmond. Today, much of the Central Link is complete, and the Central Puget Sound Regional Transit Authority is moving forward with the next phase, the East Link proposed here. Alternatives are considered for five Corridor segments in this draft EIS. Segment A, which runs along Interstate 90 (I-90), would connect downtown Seattle to Mercer Island and South Bellevue. Segment B would connect I-90 to Southeast Sixth Street along one of three corridors, namely Bellevue Way, 112th Avenue Southeast, or the Burlington Northern Santa Fe (BNSF) Railway rights-of-way. Segment C would extend through downtown Bellevue between Northeast Sixth Street and an I-405 crossing at either NE Sixth Street of Northeast 12th Street on either an at-grade or elevated or tunnel profile. Segment D would extend from the I-405 crossing to the Overlake Transit Center, either through the Bel-Red Corridor or along State Route (SR) 520. Segment E would extend from Overlake Transit Center to downtown Redmond via the SR 520 Corridor to the West Lake Sammamish Parkway, then proceed through downtown Redmond via either Redmond Way or the BNSF Railway Corridor. Alternatives considered include a No-Build Alternative, one Alternative for Segment A, five alternatives for Segment B, six alternatives for Segment C, four alternatives for Segment D, three alternatives for Segment E, and four maintenance facility site alternatives. Access to the East Link system would be provided via 10 to 13 stations. Interim termini could occur at the east end of Segment C or any station in segments D or E. Construction would begin in 2013, with operation underway between 2020 and 2021. The project could be implemented in phases, depending on available funding and other factors. Any station beyond the last station along Segment C could be considered an interim station. POSITIVE IMPACTS: The East Link LRT system would improve the speed and reliability of the regional transportation network and expand network capacity. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Project development would require the displacement of residences and businesses, land in recreational use, including parkland, and open space, as well as historically significant structures and archaeologic sites. The transit facilities would significant alter visual aesthetics along the chosen corridors. Utilities would have to be relocated in some areas. Construction workers would encounter hazardous waste sites. With respect to the natural environment, the project would impact wetlands and other wildlife habitats. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080502, Executive Summary--57 pages, Draft EIS--651 pages, December 4, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Economic Assessments KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Geologic Surveys KW - Hazardous Wastes KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Open Space KW - Parks KW - Recreation Resources KW - Recreation Resources Surveys KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824677?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH (RECORD OF DECISION). AN - 36344182; 13720 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. The Corridor improvements would address transportation needs in western Salt Lake County south of Interstate 80 (I-80) and west of Bangerter Highway and in northwestern Utah County west of I-15, south of the Salt Lake County line and north of Utah Lake. Western Salt Lake County and northwestern Utah County lack adequate north-south transportation capacity. Increased travel time in these areas has result in a loss of productivity. The area offers no rapid public transit options. Two roadway alternatives are considered for the Salt Lake County portion of the Corridor, each of which could include a proposed transit facility along 5600 West. In Utah County, three alternatives are under consideration. All five action alternatives would involve the construction of a freeway segments. Under the dedicated rights-of-way transit option associated with the Salt Lake County Alternative, 24 miles of dedicated transit rights-of-way would be established in the center of the roadway cross-section; 16 transit stations would be located in the roadway median. Under the mixed-traffic transit option associated with the Salt Lake County Alternative, transit vehicles would share the outside lanes of 5600 West with street traffic in each direction of travel. At station locations, transit vehicles would exit the shared lane to the right, then merge back into the shared lane after leaving the station; 25 stations would provide access to transit vehicles. Two freeway alternatives and one arterial Alternative are considered in Utah County. Each roadway Alternative in Utah County would be matched with any roadway alterative in Salt Lake County to provide a complete vehicular transportation system. In addition to the action alternatives, this final EIS considers a No Action Alternative. A attachment to the draft EIS, published subsequent to the draft but indicating the same publication date, presents an appendix covering property displacement impacts of the proposed action. POSITIVE IMPACTS: The project would improve regional mobility by reducing roadway congestion and by supporting increased transit availability. Local growth objectives would be supported. NEGATIVE IMPACTS: Rights-of-way for the Salt Lake County component of the project would displace 1,562 acres to 1,958 acres of land, including 22 to 30 acres of prime farmland, as well as 207 to 263 residences, land within two recreation areas, six to eight community facilities, portions of four to five existing and 50 to 56 proposed trails, and 7 to 30 acres of wetlands. The Alternative would affect six to 12 archaeological sites and five to 11 historic sites. The facility would traverse 19 streams and 43 to 49 hazardous waste sites. Traffic-generated noise levels would exceed federal standards 446 to 739 sensitive receptors. Rights-of-way for the Utah County component of the project would displace 709 acres to 899 acres of land, including 97 to 149 acres of prime farmland, as well as 32 to 138 residences, land within up to two recreation areas, up to one community facility, portions of one to four existing and six to 13 proposed trails, and 15 to 78 acres of wetlands. The Alternative would affect three to seven archaeological sites and three to five historic sites. The facility would traverse 12 streams and four to six hazardous waste sites. The habitat of one federally protected orchid species would be affected. Traffic-generated noise levels would exceed federal standards 134 to 226 sensitive receptors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 07-0480D, Volume 31, Number 4 and 08-0465F, Volume 32, Number 4, respectively. JF - EPA number: 080367, 147 pages, December 4, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah 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/36344182?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH+%28RECORD+OF+DECISION%29.&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 (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 16387924; 13754 AB - PURPOSE: The construction and operation of an 18-mile eastern extension of the Link light rail transit (LRT) system is proposed to enhance transportation in the Central Puget Sound metropolitan region of King County, Washington. The East Link LRT system would connect to the rail's system's initial segment in downtown Seattle and extend the system east to Mercer Island, Bellevue, and Redmond. Local, regional, and state agencies have been studying high-capacity transportation alternatives to connect Seattle and the Eastside of King County since the mid-1960s. In 2004, The Puget Sound Regional Council published a report establishing a basis for a cross-lake Corridor, connecting the urban centers of Seattle, Bellevue, Overlake, and Redmond. Today, much of the Central Link is complete, and the Central Puget Sound Regional Transit Authority is moving forward with the next phase, the East Link proposed here. Alternatives are considered for five Corridor segments in this draft EIS. Segment A, which runs along Interstate 90 (I-90), would connect downtown Seattle to Mercer Island and South Bellevue. Segment B would connect I-90 to Southeast Sixth Street along one of three corridors, namely Bellevue Way, 112th Avenue Southeast, or the Burlington Northern Santa Fe (BNSF) Railway rights-of-way. Segment C would extend through downtown Bellevue between Northeast Sixth Street and an I-405 crossing at either NE Sixth Street of Northeast 12th Street on either an at-grade or elevated or tunnel profile. Segment D would extend from the I-405 crossing to the Overlake Transit Center, either through the Bel-Red Corridor or along State Route (SR) 520. Segment E would extend from Overlake Transit Center to downtown Redmond via the SR 520 Corridor to the West Lake Sammamish Parkway, then proceed through downtown Redmond via either Redmond Way or the BNSF Railway Corridor. Alternatives considered include a No-Build Alternative, one Alternative for Segment A, five alternatives for Segment B, six alternatives for Segment C, four alternatives for Segment D, three alternatives for Segment E, and four maintenance facility site alternatives. Access to the East Link system would be provided via 10 to 13 stations. Interim termini could occur at the east end of Segment C or any station in segments D or E. Construction would begin in 2013, with operation underway between 2020 and 2021. The project could be implemented in phases, depending on available funding and other factors. Any station beyond the last station along Segment C could be considered an interim station. POSITIVE IMPACTS: The East Link LRT system would improve the speed and reliability of the regional transportation network and expand network capacity. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Project development would require the displacement of residences and businesses, land in recreational use, including parkland, and open space, as well as historically significant structures and archaeologic sites. The transit facilities would significant alter visual aesthetics along the chosen corridors. Utilities would have to be relocated in some areas. Construction workers would encounter hazardous waste sites. With respect to the natural environment, the project would impact wetlands and other wildlife habitats. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080502, Executive Summary--57 pages, Draft EIS--651 pages, December 4, 2008 PY - 2008 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Economic Assessments KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Geologic Surveys KW - Hazardous Wastes KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Open Space KW - Parks KW - Recreation Resources KW - Recreation Resources Surveys KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16387924?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2009-07-16 N1 - SuppNotes - Draft. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 31 IMPROVEMENT PROJECT, INTERSTATE 465 TO STATE ROAD 38, HAMILTON COUNTY, INDIANA. AN - 15227061; 13757 AB - PURPOSE: The improvement of a 12.5-mile segment of US 31 between the North Leg of Interstate 465 (I-465) and State Road (SR) 38 in Hamilton County, Indiana is proposed. The segment under consideration traverses the City of Carmel, Clay Township, the town of Westfield, and Washington Township. I-465 was designated as the southern project terminus because it represented an additional significant east-west arterial that intersects with US 31 north of Westfield. Transportation improvements are needed to increase traffic capacity and address safety deficiencies. US 31 has been designated at "Statewide Mobility Corridor" as well as an important "Commerce Corridor". A No Action Alterative and two freeway alternatives were considered in detail in the draft EIS of June 2003. Under the preferred Alternative variations (Alternative F1 though F6), the existing four-lane roadway would be reconstructed as a six-lane freeway, with a 55-foot median and 10 new interchanges to provide access control. All crossroads that were not accessed via interchange would cross the facility via overpasses or be closed; 18 roads would be closed. While preparation of the final EIS began in 2004, Indiana experienced a gubernatorial change and restructuring of the Indiana Department of Transportation, resulting in significant budgetary adjustments that halted progress on the US 31 project. A subsequent infusion of funds has enabled the implementation of the project, but interim revisions in the project necessitated the development of a draft supplemental EIS in May 2008, which updates the draft EIS. Four alternatives, including a No Action Alternative, are considered in the supplement and the same four alternatives are considered in this final EIS. Under the currently preferred Alternative, known as the Major Moves Alternative, modifies some of the interchange designs forwarded under the preferred Alternative identified in the 2003 draft EIS, identified in the supplement as the F4 Alternative, which is presented in this final EIS as originally proposed and as currently formulated. In addition, the Major Moves Alternative would add a slip ramp at the Old Meridian access point, add a round-about interchange design option for 131st and 136st streets. shift the alignment of 136th Street south of its existing alignment, provide an overpass at Union Street, and remove the northern realignment of 191st proposed under Alternative F4. Cost for either the originally proposed F4 Alternative or the currently proposed F4 Alternative is estimated at $434 million, while the cost of the Major Moves Alternative is estimated at $483 million. POSITIVE IMPACTS: In addition to increasing capacity and improving safety within the affected Corridor, the preferred Alternative would be one of the four alternatives that would forward the requirements of statewide planning direction. Moreover, Alternative F would require the less right-of-way than the other action Alternative. NEGATIVE IMPACTS: Rights-of-way requirements for the currently preferred Alternative would displace 354.3 acres of land, including 15.6 acres of industrial land, 27.4 acres of institutional land, 34.8 acres of residential land, 81 acres of farmland, 31 acres of forest, 45.3 acres of 100-year floodplain, 6.8 acres of wetlands, 94.3 acres of commercial land, 17.3 acres of shrub/brush rangeland, 7.3 acres of herbaceous rangeland, Relocated structures would include two churches, 55 single-family residences, one multi-unit residence, 28 retail outlets, 17 office structures, and five industrial structures. Land would be removed from two school properties. The project would traverse 31 streams and ditches, affecting 8,313 linear feet of channel. Ten archaeological sites and 54 acres within which there is a high probably of archaeological sites would be affected, and one structures eligible for listing in the National Register of Historic Places would also be affected. Construction workers would encounter 34 hazardous materials sites. A total of 28 noise sensitive sites would be exposed to traffic-generated noise in excess of federal standards. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS and the supplement to the draft, see 03-0465D, Volume 27, Number 4 and 08-0331D, Volume 32, Number 3, respectively. JF - EPA number: 080505, 497 pages and maps, December 4, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-03-01-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Ranges KW - Relocations-Property Acquisitions KW - Safety KW - Schools KW - Streams KW - Transportation KW - Traffic Analyses KW - Vegetation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance 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/15227061?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-12-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+31+IMPROVEMENT+PROJECT%2C+INTERSTATE+465+TO+STATE+ROAD+38%2C+HAMILTON+COUNTY%2C+INDIANA.&rft.title=US+31+IMPROVEMENT+PROJECT%2C+INTERSTATE+465+TO+STATE+ROAD+38%2C+HAMILTON+COUNTY%2C+INDIANA.&rft.issn=&rft_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 - Final. Preparation date: December 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - New criterion and tool for Caltrans seismic hazard characterization AN - 902082724; 2011-096243 JF - Eos, Transactions, American Geophysical Union AU - Shantz, T AU - Merriam, M AU - Turner, L AU - Chiou, B AU - Liu, X AU - Anonymous Y1 - 2008/12// PY - 2008 DA - December 2008 SP - Abstract S11A EP - 1722 PB - American Geophysical Union, Washington, DC VL - 89 IS - 53, Suppl. SN - 0096-3941, 0096-3941 KW - United States KW - geologic hazards KW - statistical analysis KW - mapping KW - strike-slip faults KW - models KW - California KW - attenuation KW - rupture KW - Coast Ranges KW - seismicity KW - seismic risk KW - natural hazards KW - ground motion KW - probability KW - earthquakes KW - faults KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/902082724?accountid=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=Eos%2C+Transactions%2C+American+Geophysical+Union&rft.atitle=New+criterion+and+tool+for+Caltrans+seismic+hazard+characterization&rft.au=Shantz%2C+T%3BMerriam%2C+M%3BTurner%2C+L%3BChiou%2C+B%3BLiu%2C+X%3BAnonymous&rft.aulast=Shantz&rft.aufirst=T&rft.date=2008-12-01&rft.volume=89&rft.issue=53%2C+Suppl.&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Eos%2C+Transactions%2C+American+Geophysical+Union&rft.issn=00963941&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - American Geophysical Union 2008 fall meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2011-01-01 N1 - PubXState - DC N1 - Last updated - 2012-06-07 N1 - CODEN - EOSTAJ N1 - SubjectsTermNotLitGenreText - attenuation; California; Coast Ranges; earthquakes; faults; geologic hazards; ground motion; mapping; models; natural hazards; probability; rupture; seismic risk; seismicity; statistical analysis; strike-slip faults; United States ER - TY - JOUR T1 - Effects of State Legal Loads on Bridge Rating Results Using the LRFR Procedure AN - 19570788; 8860533 AB - The main objective of this research was to study the effects of different specified trucks on bridge rating with the load and resistance and factor rating (LRFR) procedure. Twelve specified trucks were selected for this study, which include one AASHTO design truck, three AASHTO legal trucks, and eight state legal trucks. These rating trucks were applied on 16 selected Tennessee Dept. of Transportation bridges to obtain the LRFR ratings. The selected bridges covered four commonly used bridge types, including prestressed I-beam bridges; prestressed box beam bridges; cast-in-place T-beam bridges; and steel I-beam bridges. The research results revealed that (1) LRFR AASHTO legal load ratings factors were enveloped by the LRFR HL-93 truck ratings factors, thereby confirming the validity of the LRFR tiered approach with regard to AASHTO legal loads; (2) the lighter state legal trucks were enveloped by the HL-93 loads, whereas the heavier state trucks with closer axle spacing typically resulted in load ratings that governed over the HL-93 loads; and (3) the bridges with both high average daily truck traffic and short spans were more likely to be governed by state legal load ratings instead of HL-93 load ratings. JF - Journal of Bridge Engineering AU - Hayworth, R AU - Huo, X S AU - Zheng, L AD - Federal Highway Administration, Tennessee Division Office, Nashville, TN 37215, USA Y1 - 2008/12// PY - 2008 DA - Dec 2008 SP - 565 EP - 572 VL - 13 IS - 6 SN - 1084-0702, 1084-0702 KW - Water Resources Abstracts KW - Bridge Design KW - USA, Tennessee KW - Transportation KW - Bridges KW - Resistance KW - Steel KW - SW 6010:Structures UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19570788?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Awaterresources&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Bridge+Engineering&rft.atitle=Effects+of+State+Legal+Loads+on+Bridge+Rating+Results+Using+the+LRFR+Procedure&rft.au=Hayworth%2C+R%3BHuo%2C+X+S%3BZheng%2C+L&rft.aulast=Hayworth&rft.aufirst=R&rft.date=2008-12-01&rft.volume=13&rft.issue=6&rft.spage=565&rft.isbn=&rft.btitle=&rft.title=Journal+of+Bridge+Engineering&rft.issn=10840702&rft_id=info:doi/10.1061%2F%28ASCE%291084-0702%282008%2913%3A6%28565%29 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-01-01 N1 - Last updated - 2011-12-14 N1 - SubjectsTermNotLitGenreText - Bridges; Resistance; Steel; Transportation; Bridge Design; USA, Tennessee DO - http://dx.doi.org/10.1061/(ASCE)1084-0702(2008)13:6(565) ER - TY - JOUR T1 - Flexural Behavior of an Ultrahigh-Performance Concrete I-Girder AN - 19569956; 8860537 AB - The flexural behavior of an ultrahigh-performance concrete (UHPC) was investigated through the testing and related analysis of a full-scale prestressed I-girder. A 28 ksi (193 MPa) compressive strength steel fiber reinforced concrete was used to fabricate an 80 ft (24.4 m) long AASHTO Type II girder containing 26 prestressing strands and no mild steel reinforcement. Intermediate and final behaviors, including cracking, flexural stiffness, and moment capacity, were investigated. Test results are compared to predictions based on standard analytical procedures. A relationship between tensile strain and crack spacing is developed. The uniaxial stress-strain response of UHPC when subjected to flexural stresses in an I-girder is determined and is verified to be representative of both the stress and flexural stiffness behaviors of the girder. A flexural design philosophy for this type of girder is proposed. JF - Journal of Bridge Engineering AU - Graybeal, BA AD - Federal Highway Administration, Turner-Fairbank Highway Research Center, 6300 Georgetown Pike, McLean, VA, 22101, USA, benjamin.graybeal@fhwa.dot.gov Y1 - 2008/12// PY - 2008 DA - Dec 2008 SP - 602 EP - 610 VL - 13 IS - 6 SN - 1084-0702, 1084-0702 KW - Water Resources Abstracts KW - Reinforced Concrete KW - Prediction KW - Behavior KW - Stress KW - Cracks KW - Standards KW - Steel KW - Strain KW - Concrete KW - SW 6010:Structures UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19569956?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Awaterresources&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Bridge+Engineering&rft.atitle=Flexural+Behavior+of+an+Ultrahigh-Performance+Concrete+I-Girder&rft.au=Graybeal%2C+BA&rft.aulast=Graybeal&rft.aufirst=BA&rft.date=2008-12-01&rft.volume=13&rft.issue=6&rft.spage=602&rft.isbn=&rft.btitle=&rft.title=Journal+of+Bridge+Engineering&rft.issn=10840702&rft_id=info:doi/10.1061%2F%28ASCE%291084-0702%282008%2913%3A6%28602%29 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-01-01 N1 - Last updated - 2011-12-14 N1 - SubjectsTermNotLitGenreText - Behavior; Stress; Steel; Concrete; Prediction; Reinforced Concrete; Standards; Cracks; Strain DO - http://dx.doi.org/10.1061/(ASCE)1084-0702(2008)13:6(602) ER - TY - RPRT T1 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. [Part 1 of 3] T2 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. AN - 756824671; 13740-080488_0001 AB - PURPOSE: The construction of a bridge and associated infrastructure to provide for a connection between Detroit, Michigan and Windsor, Ontario, Canada is proposed. The Detroit River International Crossing is the most used trade Corridor between the United States and Canada. The project would consist of a road connection from Interstate 75 (I-75) to a new U.S. Customs inspection plaza and a new bridge to Canada. The Ontario and federal governments of Canada are undertaking similar studies for the construction of the Canadian section of the bridge, the Canadian plaza and the Canadian connection to Highway 401, the freeway to Canada. This EIS process addressed only the U.S. project. Nine bridge build alternatives and six interchange alternatives, as well as a No Build Alternative, are considered in this final EIS. The bridge alternatives would involve crossing the river at one of three locations. Two bridge design alternatives are considered, specifically, a cable-stay Alternative and a suspension Alternative. All piers supporting each of the three proposed bridges would e on land to avoid interference with navigation on the Detroit River. Depending on the Alternative considered, estimated U.S. cost of the build alternatives range from $1.847 billion to $1.5 billion. A preferred Alternative is identified. POSITIVE IMPACTS: The new crossing would provide for safe, efficient, and secure movement of people and goods across the Canadian border in the Detroit River area, supporting the economies of Michigan, Ontario, and Canada. The bridge would also support the mobility needs of national and civil defense interests with respect to the protection of the homeland. Increase long-term border-crossing capacity would be met. System connectivity would be enhanced. NEGATIVE IMPACTS: Rights-of-way developments would result in the displacement of 324 to 369 occupied residential units, four to 19 vacant residential units, and 43 to 56 occupied commercial units, 24 to 30 occupied commercial units. From 685 to 920 employees would be affected by commercial displacements. Other land affected would include two to four City government facilities, one or two state/federal government facilities, five to eight places of worship, and up to one medical facility. Normal traffic patterns would be disrupted due to interchange closures and the rerouting of three us lines, and two to four pedestrian crossings would be permanently removed. Socioeconomic impacts would disproportionately impact minorities and low-income residents in the study area. Three sites eligible for inclusion in the National Register of Historic Places would be displaced. A small portion of wetland would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0203D, Volume 32, Number 2. JF - EPA number: 080488, 877 pages and maps, November 25, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-05-01-F KW - Air Quality Assessments KW - Border Stations KW - Bridges KW - Community Facilities KW - Cultural Resources Assessments KW - Employment KW - Environmental Justice KW - Geologic Surveys KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Surveys KW - Canada KW - Michigan 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 - 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/756824671?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DETROIT+RIVER+INTERNATIONAL+CROSSING%2C+WAYNE+COUNTY%2C+MICHIGAN.&rft.title=DETROIT+RIVER+INTERNATIONAL+CROSSING%2C+WAYNE+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: November 25, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. [Part 3 of 3] T2 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. AN - 756824647; 13740-080488_0003 AB - PURPOSE: The construction of a bridge and associated infrastructure to provide for a connection between Detroit, Michigan and Windsor, Ontario, Canada is proposed. The Detroit River International Crossing is the most used trade Corridor between the United States and Canada. The project would consist of a road connection from Interstate 75 (I-75) to a new U.S. Customs inspection plaza and a new bridge to Canada. The Ontario and federal governments of Canada are undertaking similar studies for the construction of the Canadian section of the bridge, the Canadian plaza and the Canadian connection to Highway 401, the freeway to Canada. This EIS process addressed only the U.S. project. Nine bridge build alternatives and six interchange alternatives, as well as a No Build Alternative, are considered in this final EIS. The bridge alternatives would involve crossing the river at one of three locations. Two bridge design alternatives are considered, specifically, a cable-stay Alternative and a suspension Alternative. All piers supporting each of the three proposed bridges would e on land to avoid interference with navigation on the Detroit River. Depending on the Alternative considered, estimated U.S. cost of the build alternatives range from $1.847 billion to $1.5 billion. A preferred Alternative is identified. POSITIVE IMPACTS: The new crossing would provide for safe, efficient, and secure movement of people and goods across the Canadian border in the Detroit River area, supporting the economies of Michigan, Ontario, and Canada. The bridge would also support the mobility needs of national and civil defense interests with respect to the protection of the homeland. Increase long-term border-crossing capacity would be met. System connectivity would be enhanced. NEGATIVE IMPACTS: Rights-of-way developments would result in the displacement of 324 to 369 occupied residential units, four to 19 vacant residential units, and 43 to 56 occupied commercial units, 24 to 30 occupied commercial units. From 685 to 920 employees would be affected by commercial displacements. Other land affected would include two to four City government facilities, one or two state/federal government facilities, five to eight places of worship, and up to one medical facility. Normal traffic patterns would be disrupted due to interchange closures and the rerouting of three us lines, and two to four pedestrian crossings would be permanently removed. Socioeconomic impacts would disproportionately impact minorities and low-income residents in the study area. Three sites eligible for inclusion in the National Register of Historic Places would be displaced. A small portion of wetland would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0203D, Volume 32, Number 2. JF - EPA number: 080488, 877 pages and maps, November 25, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-05-01-F KW - Air Quality Assessments KW - Border Stations KW - Bridges KW - Community Facilities KW - Cultural Resources Assessments KW - Employment KW - Environmental Justice KW - Geologic Surveys KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Surveys KW - Canada KW - Michigan 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 - 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/756824647?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DETROIT+RIVER+INTERNATIONAL+CROSSING%2C+WAYNE+COUNTY%2C+MICHIGAN.&rft.title=DETROIT+RIVER+INTERNATIONAL+CROSSING%2C+WAYNE+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: November 25, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. [Part 2 of 3] T2 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. AN - 756824628; 13740-080488_0002 AB - PURPOSE: The construction of a bridge and associated infrastructure to provide for a connection between Detroit, Michigan and Windsor, Ontario, Canada is proposed. The Detroit River International Crossing is the most used trade Corridor between the United States and Canada. The project would consist of a road connection from Interstate 75 (I-75) to a new U.S. Customs inspection plaza and a new bridge to Canada. The Ontario and federal governments of Canada are undertaking similar studies for the construction of the Canadian section of the bridge, the Canadian plaza and the Canadian connection to Highway 401, the freeway to Canada. This EIS process addressed only the U.S. project. Nine bridge build alternatives and six interchange alternatives, as well as a No Build Alternative, are considered in this final EIS. The bridge alternatives would involve crossing the river at one of three locations. Two bridge design alternatives are considered, specifically, a cable-stay Alternative and a suspension Alternative. All piers supporting each of the three proposed bridges would e on land to avoid interference with navigation on the Detroit River. Depending on the Alternative considered, estimated U.S. cost of the build alternatives range from $1.847 billion to $1.5 billion. A preferred Alternative is identified. POSITIVE IMPACTS: The new crossing would provide for safe, efficient, and secure movement of people and goods across the Canadian border in the Detroit River area, supporting the economies of Michigan, Ontario, and Canada. The bridge would also support the mobility needs of national and civil defense interests with respect to the protection of the homeland. Increase long-term border-crossing capacity would be met. System connectivity would be enhanced. NEGATIVE IMPACTS: Rights-of-way developments would result in the displacement of 324 to 369 occupied residential units, four to 19 vacant residential units, and 43 to 56 occupied commercial units, 24 to 30 occupied commercial units. From 685 to 920 employees would be affected by commercial displacements. Other land affected would include two to four City government facilities, one or two state/federal government facilities, five to eight places of worship, and up to one medical facility. Normal traffic patterns would be disrupted due to interchange closures and the rerouting of three us lines, and two to four pedestrian crossings would be permanently removed. Socioeconomic impacts would disproportionately impact minorities and low-income residents in the study area. Three sites eligible for inclusion in the National Register of Historic Places would be displaced. A small portion of wetland would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0203D, Volume 32, Number 2. JF - EPA number: 080488, 877 pages and maps, November 25, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-05-01-F KW - Air Quality Assessments KW - Border Stations KW - Bridges KW - Community Facilities KW - Cultural Resources Assessments KW - Employment KW - Environmental Justice KW - Geologic Surveys KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Surveys KW - Canada KW - Michigan 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 - 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/756824628?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DETROIT+RIVER+INTERNATIONAL+CROSSING%2C+WAYNE+COUNTY%2C+MICHIGAN.&rft.title=DETROIT+RIVER+INTERNATIONAL+CROSSING%2C+WAYNE+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: November 25, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. AN - 36343228; 13740 AB - PURPOSE: The construction of a bridge and associated infrastructure to provide for a connection between Detroit, Michigan and Windsor, Ontario, Canada is proposed. The Detroit River International Crossing is the most used trade Corridor between the United States and Canada. The project would consist of a road connection from Interstate 75 (I-75) to a new U.S. Customs inspection plaza and a new bridge to Canada. The Ontario and federal governments of Canada are undertaking similar studies for the construction of the Canadian section of the bridge, the Canadian plaza and the Canadian connection to Highway 401, the freeway to Canada. This EIS process addressed only the U.S. project. Nine bridge build alternatives and six interchange alternatives, as well as a No Build Alternative, are considered in this final EIS. The bridge alternatives would involve crossing the river at one of three locations. Two bridge design alternatives are considered, specifically, a cable-stay Alternative and a suspension Alternative. All piers supporting each of the three proposed bridges would e on land to avoid interference with navigation on the Detroit River. Depending on the Alternative considered, estimated U.S. cost of the build alternatives range from $1.847 billion to $1.5 billion. A preferred Alternative is identified. POSITIVE IMPACTS: The new crossing would provide for safe, efficient, and secure movement of people and goods across the Canadian border in the Detroit River area, supporting the economies of Michigan, Ontario, and Canada. The bridge would also support the mobility needs of national and civil defense interests with respect to the protection of the homeland. Increase long-term border-crossing capacity would be met. System connectivity would be enhanced. NEGATIVE IMPACTS: Rights-of-way developments would result in the displacement of 324 to 369 occupied residential units, four to 19 vacant residential units, and 43 to 56 occupied commercial units, 24 to 30 occupied commercial units. From 685 to 920 employees would be affected by commercial displacements. Other land affected would include two to four City government facilities, one or two state/federal government facilities, five to eight places of worship, and up to one medical facility. Normal traffic patterns would be disrupted due to interchange closures and the rerouting of three us lines, and two to four pedestrian crossings would be permanently removed. Socioeconomic impacts would disproportionately impact minorities and low-income residents in the study area. Three sites eligible for inclusion in the National Register of Historic Places would be displaced. A small portion of wetland would be displaced. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0203D, Volume 32, Number 2. JF - EPA number: 080488, 877 pages and maps, November 25, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-05-01-F KW - Air Quality Assessments KW - Border Stations KW - Bridges KW - Community Facilities KW - Cultural Resources Assessments KW - Employment KW - Environmental Justice KW - Geologic Surveys KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Surveys KW - Canada KW - Michigan 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 - 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/36343228?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DETROIT+RIVER+INTERNATIONAL+CROSSING%2C+WAYNE+COUNTY%2C+MICHIGAN.&rft.title=DETROIT+RIVER+INTERNATIONAL+CROSSING%2C+WAYNE+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: November 25, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 34 CORRIDOR, CARTER, REYNOLDS, WAYNE, BOLLINGER, AND CAPE GIRARDEAU COUNTIES, MISSOURI. [Part 1 of 2] T2 - ROUTE 34 CORRIDOR, CARTER, REYNOLDS, WAYNE, BOLLINGER, AND CAPE GIRARDEAU COUNTIES, MISSOURI. AN - 816527099; 14472-080483_0001 AB - PURPOSE: Improvements to the transportation system in the vicinity of Route 34 in Carter, Reynolds, Wayne, Bollinger, and Cape Girardeau Counties, Missouri are proposed. The Route 34 facility was constructed from 1923 to 1933 with upgrades in the areas of the St. Francis River in 1966, Clark Creek in 1980, and Castor River in 1990. Roadway deficiencies currently contribute to above-average crash rates on various segments of the study area corridor. The project corridor is 85 miles in length and extends from the intersection of Routes 60/21 in Carter County, northerly along Route 21 to the intersection of Routes 21/34. It then extends easterly along Route 34 to the intersection of Routes 34/72 just west of Jackson in Cape Girardeau County. This final EIS considers a No Action Alternative, transportation system management, mass transit, upgrading and improving the existing roadways, and constructing a two-lane highway on new or partially-new location. Under the preferred alternative, approximately 96 percent of the project is proposed as an improved two-lane facility. A part of the section in the vicinity of Marble Hill in Bollinger County would be a three-lane facility and the section from Byrd Creek to the Routes 34/72 intersection in Cape Girardeau County would be a four-lane urban section incorporating a center turning lane. Estimated construction and right-of-way costs for the preferred alternative amount to $363.1 million in 2004 dollars. Project construction is not expected to begin for at least 10 years. POSITIVE IMPACTS: Implementation would reduce crashes, address deficiencies in roadway geometrics and bridges, and improve safety for the traveling public in the project area. Roadway and intersection improvements would relieve traffic congestion in Piedmont, west of Piedmont to Route 67, in Marble Hill, and west of Jackson. Transportation system linkage would be improved from Van Buren to Jackson by reducing system-wide vehicle hours traveled. NEGATIVE IMPACTS: New right-of-way for the project would require the acquisition of 1,233 acres and would cross 24 perennial streams and 38 intermittent streams. Construction of the preferred alternative would potentially impact 763.9 acres of forested lands and convert 221.5 acres of agricultural land. Habitat for Indiana bat, gray bat, two species of mussels, the blunt-scale bulrush, and netted chain fern would be potentially affected. Implementation would displace118 single-family residences, one multi-family residence, 27 mobile homes, and 21 commercial or industrial buildings. Six of 10 archaeological sites located within the preferred alternative corridor could be eligible for listing on the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 080483, 181 pages and maps, November 21, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-05-01-F KW - Creeks KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Land Acquisitions KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads 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/816527099?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+34+CORRIDOR%2C+CARTER%2C+REYNOLDS%2C+WAYNE%2C+BOLLINGER%2C+AND+CAPE+GIRARDEAU+COUNTIES%2C+MISSOURI.&rft.title=ROUTE+34+CORRIDOR%2C+CARTER%2C+REYNOLDS%2C+WAYNE%2C+BOLLINGER%2C+AND+CAPE+GIRARDEAU+COUNTIES%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 - 2010-08-25 N1 - SuppNotes - Final. Preparation date: November 21, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 34 CORRIDOR, CARTER, REYNOLDS, WAYNE, BOLLINGER, AND CAPE GIRARDEAU COUNTIES, MISSOURI. [Part 2 of 2] T2 - ROUTE 34 CORRIDOR, CARTER, REYNOLDS, WAYNE, BOLLINGER, AND CAPE GIRARDEAU COUNTIES, MISSOURI. AN - 816527057; 14472-080483_0002 AB - PURPOSE: Improvements to the transportation system in the vicinity of Route 34 in Carter, Reynolds, Wayne, Bollinger, and Cape Girardeau Counties, Missouri are proposed. The Route 34 facility was constructed from 1923 to 1933 with upgrades in the areas of the St. Francis River in 1966, Clark Creek in 1980, and Castor River in 1990. Roadway deficiencies currently contribute to above-average crash rates on various segments of the study area corridor. The project corridor is 85 miles in length and extends from the intersection of Routes 60/21 in Carter County, northerly along Route 21 to the intersection of Routes 21/34. It then extends easterly along Route 34 to the intersection of Routes 34/72 just west of Jackson in Cape Girardeau County. This final EIS considers a No Action Alternative, transportation system management, mass transit, upgrading and improving the existing roadways, and constructing a two-lane highway on new or partially-new location. Under the preferred alternative, approximately 96 percent of the project is proposed as an improved two-lane facility. A part of the section in the vicinity of Marble Hill in Bollinger County would be a three-lane facility and the section from Byrd Creek to the Routes 34/72 intersection in Cape Girardeau County would be a four-lane urban section incorporating a center turning lane. Estimated construction and right-of-way costs for the preferred alternative amount to $363.1 million in 2004 dollars. Project construction is not expected to begin for at least 10 years. POSITIVE IMPACTS: Implementation would reduce crashes, address deficiencies in roadway geometrics and bridges, and improve safety for the traveling public in the project area. Roadway and intersection improvements would relieve traffic congestion in Piedmont, west of Piedmont to Route 67, in Marble Hill, and west of Jackson. Transportation system linkage would be improved from Van Buren to Jackson by reducing system-wide vehicle hours traveled. NEGATIVE IMPACTS: New right-of-way for the project would require the acquisition of 1,233 acres and would cross 24 perennial streams and 38 intermittent streams. Construction of the preferred alternative would potentially impact 763.9 acres of forested lands and convert 221.5 acres of agricultural land. Habitat for Indiana bat, gray bat, two species of mussels, the blunt-scale bulrush, and netted chain fern would be potentially affected. Implementation would displace118 single-family residences, one multi-family residence, 27 mobile homes, and 21 commercial or industrial buildings. Six of 10 archaeological sites located within the preferred alternative corridor could be eligible for listing on the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 080483, 181 pages and maps, November 21, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-05-01-F KW - Creeks KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Land Acquisitions KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads 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/816527057?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+34+CORRIDOR%2C+CARTER%2C+REYNOLDS%2C+WAYNE%2C+BOLLINGER%2C+AND+CAPE+GIRARDEAU+COUNTIES%2C+MISSOURI.&rft.title=ROUTE+34+CORRIDOR%2C+CARTER%2C+REYNOLDS%2C+WAYNE%2C+BOLLINGER%2C+AND+CAPE+GIRARDEAU+COUNTIES%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 - 2010-08-25 N1 - SuppNotes - Final. Preparation date: November 21, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 34 CORRIDOR, CARTER, REYNOLDS, WAYNE, BOLLINGER, AND CAPE GIRARDEAU COUNTIES, MISSOURI. AN - 754909112; 14472 AB - PURPOSE: Improvements to the transportation system in the vicinity of Route 34 in Carter, Reynolds, Wayne, Bollinger, and Cape Girardeau Counties, Missouri are proposed. The Route 34 facility was constructed from 1923 to 1933 with upgrades in the areas of the St. Francis River in 1966, Clark Creek in 1980, and Castor River in 1990. Roadway deficiencies currently contribute to above-average crash rates on various segments of the study area corridor. The project corridor is 85 miles in length and extends from the intersection of Routes 60/21 in Carter County, northerly along Route 21 to the intersection of Routes 21/34. It then extends easterly along Route 34 to the intersection of Routes 34/72 just west of Jackson in Cape Girardeau County. This final EIS considers a No Action Alternative, transportation system management, mass transit, upgrading and improving the existing roadways, and constructing a two-lane highway on new or partially-new location. Under the preferred alternative, approximately 96 percent of the project is proposed as an improved two-lane facility. A part of the section in the vicinity of Marble Hill in Bollinger County would be a three-lane facility and the section from Byrd Creek to the Routes 34/72 intersection in Cape Girardeau County would be a four-lane urban section incorporating a center turning lane. Estimated construction and right-of-way costs for the preferred alternative amount to $363.1 million in 2004 dollars. Project construction is not expected to begin for at least 10 years. POSITIVE IMPACTS: Implementation would reduce crashes, address deficiencies in roadway geometrics and bridges, and improve safety for the traveling public in the project area. Roadway and intersection improvements would relieve traffic congestion in Piedmont, west of Piedmont to Route 67, in Marble Hill, and west of Jackson. Transportation system linkage would be improved from Van Buren to Jackson by reducing system-wide vehicle hours traveled. NEGATIVE IMPACTS: New right-of-way for the project would require the acquisition of 1,233 acres and would cross 24 perennial streams and 38 intermittent streams. Construction of the preferred alternative would potentially impact 763.9 acres of forested lands and convert 221.5 acres of agricultural land. Habitat for Indiana bat, gray bat, two species of mussels, the blunt-scale bulrush, and netted chain fern would be potentially affected. Implementation would displace118 single-family residences, one multi-family residence, 27 mobile homes, and 21 commercial or industrial buildings. Six of 10 archaeological sites located within the preferred alternative corridor could be eligible for listing on the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 080483, 181 pages and maps, November 21, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-05-01-F KW - Creeks KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Land Acquisitions KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads 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/754909112?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+34+CORRIDOR%2C+CARTER%2C+REYNOLDS%2C+WAYNE%2C+BOLLINGER%2C+AND+CAPE+GIRARDEAU+COUNTIES%2C+MISSOURI.&rft.title=ROUTE+34+CORRIDOR%2C+CARTER%2C+REYNOLDS%2C+WAYNE%2C+BOLLINGER%2C+AND+CAPE+GIRARDEAU+COUNTIES%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 - 2010-08-25 N1 - SuppNotes - Final. Preparation date: November 21, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - URBAN RING CORRIDOR - PHASE 2 PROJECT, CIRCUMFERENTIAL TRANSPORTATION IMPROVEMENTS, MUNICIPALITIES OF BOSTON, BROOKLINE, CAMBRIDGE, CHELSEA, EVERETT, MEDFORD AND SOMERVILLE, MASSACHUSETTS. [Part 2 of 3] T2 - URBAN RING CORRIDOR - PHASE 2 PROJECT, CIRCUMFERENTIAL TRANSPORTATION IMPROVEMENTS, MUNICIPALITIES OF BOSTON, BROOKLINE, CAMBRIDGE, CHELSEA, EVERETT, MEDFORD AND SOMERVILLE, MASSACHUSETTS. AN - 816527121; 14466-080477_0002 AB - PURPOSE: A major new bus rapid transit (BRT) system that would run in a roughly circular ring through densely developed portions of Boston, Brookline, Cambridge, Chelsea, Everett, Medford and Somerville, Massachusetts is proposed. The Urban Ring Phase 2 project, also known as the Circumferential Transportation Improvements in the Urban Ring Corridor, is focused on addressing the particular transportation challenges and needs in the Urban Ring corridor, the area just outside of the downtown Boston core. The Urban Ring corridor includes densely-built, established neighborhoods and commercial centers, as well as emerging neighborhoods with environmental justice populations and under-utilized districts that have residential and commercial development potential. During a decades-long planning process for public transit improvements in the corridor, new residential, commercial and institutional development has increased travel demand and worsened congestion. Under the locally preferred alternative (LPA), the proposed system would operate five overlapping BRT routes through the Urban Ring corridor and employ modern bus vehicles within a system of coordinated infrastructure and service enhancements that enable the buses to operate more like rapid transit service. The Urban Ring Phase 2 LPA would include: dedicated roadway, including surface roadways dedicated to bus-only use, bus lanes on existing roadways, and a 1.5 mile BRT tunnel through the Fenway/Longwood Medical and Academic Area dedicated for bus-only use; high-frequency service in peak periods, ranging from every 10 minutes to as often as every three minutes in heavy demand segments of the corridor; high-capacity, 60-foot articulated buses powered by diesel-electric hybrid engines, with low emissions and low floors for easy, rapid boarding; widely-spaced, substantial and recognizable transit stations, rather than bus stops; and advanced communications, including reduced delay for BRT vehicles at traffic signals and real-time traveler information. In addition to the LPA and a No-Build Alternative, this draft EIS evaluates nine build alternatives and a lower cost Baseline Alternative. Build Alternatives 1, 2, and 2A are surface alternatives and Build Alternatives 3, 3A, 3B, 3C, 4, and 4A are tunnel options. POSITIVE IMPACTS: Implementation of the BRT system would provide faster and more direct transit service both for the high volume of trips within the Urban Ring corridor, as well as better connections between points in the corridor and the MBTAs existing radial rapid transit and commuter rail systems. As a result, the Urban Ring would improve transit access and capacity in the corridor, reduce crowding in the central subway system, and support transit oriented development and smart growth plans and policies. An operational system would result in a decrease of 41,500 daily auto person trips and consequential relief for traffic congestion and parking constraints in and around downtown Boston, as well as improved air quality. NEGATIVE IMPACTS: Implementation of the project would require approximately 27 acres of multiple narrow property takings along the LPA alignment and would require the removal, relocation, redistribution, and reconfiguration of 800 public and private parking spaces along 13 public roadways within the study corridor. The addition of frequent bus operations in the proposed LPA alignment could have some minor local traffic impacts. The proposed crossing of the Charles River on a rebuilt Grand Junction Railroad bridge could result in impacts to the Charles River Basin Historic District and the Boston University Bridge. 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: 080477, Volume I--655 pages an maps, Volume II: Response to Comments--488 pages, November 20, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Bridges KW - Historic Districts KW - Land Acquisitions KW - Noise KW - Parking KW - Rapid Transit Systems KW - Transportation KW - Underground Structures KW - Urban Renewal KW - Massachusetts 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/816527121?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=URBAN+RING+CORRIDOR+-+PHASE+2+PROJECT%2C+CIRCUMFERENTIAL+TRANSPORTATION+IMPROVEMENTS%2C+MUNICIPALITIES+OF+BOSTON%2C+BROOKLINE%2C+CAMBRIDGE%2C+CHELSEA%2C+EVERETT%2C+MEDFORD+AND+SOMERVILLE%2C+MASSACHUSETTS.&rft.title=URBAN+RING+CORRIDOR+-+PHASE+2+PROJECT%2C+CIRCUMFERENTIAL+TRANSPORTATION+IMPROVEMENTS%2C+MUNICIPALITIES+OF+BOSTON%2C+BROOKLINE%2C+CAMBRIDGE%2C+CHELSEA%2C+EVERETT%2C+MEDFORD+AND+SOMERVILLE%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Cambridge, Massachusetts; DOT N1 - Date revised - 2010-08-25 N1 - SuppNotes - Draft. Preparation date: November 20, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - URBAN RING CORRIDOR - PHASE 2 PROJECT, CIRCUMFERENTIAL TRANSPORTATION IMPROVEMENTS, MUNICIPALITIES OF BOSTON, BROOKLINE, CAMBRIDGE, CHELSEA, EVERETT, MEDFORD AND SOMERVILLE, MASSACHUSETTS. [Part 3 of 3] T2 - URBAN RING CORRIDOR - PHASE 2 PROJECT, CIRCUMFERENTIAL TRANSPORTATION IMPROVEMENTS, MUNICIPALITIES OF BOSTON, BROOKLINE, CAMBRIDGE, CHELSEA, EVERETT, MEDFORD AND SOMERVILLE, MASSACHUSETTS. AN - 816527068; 14466-080477_0003 AB - PURPOSE: A major new bus rapid transit (BRT) system that would run in a roughly circular ring through densely developed portions of Boston, Brookline, Cambridge, Chelsea, Everett, Medford and Somerville, Massachusetts is proposed. The Urban Ring Phase 2 project, also known as the Circumferential Transportation Improvements in the Urban Ring Corridor, is focused on addressing the particular transportation challenges and needs in the Urban Ring corridor, the area just outside of the downtown Boston core. The Urban Ring corridor includes densely-built, established neighborhoods and commercial centers, as well as emerging neighborhoods with environmental justice populations and under-utilized districts that have residential and commercial development potential. During a decades-long planning process for public transit improvements in the corridor, new residential, commercial and institutional development has increased travel demand and worsened congestion. Under the locally preferred alternative (LPA), the proposed system would operate five overlapping BRT routes through the Urban Ring corridor and employ modern bus vehicles within a system of coordinated infrastructure and service enhancements that enable the buses to operate more like rapid transit service. The Urban Ring Phase 2 LPA would include: dedicated roadway, including surface roadways dedicated to bus-only use, bus lanes on existing roadways, and a 1.5 mile BRT tunnel through the Fenway/Longwood Medical and Academic Area dedicated for bus-only use; high-frequency service in peak periods, ranging from every 10 minutes to as often as every three minutes in heavy demand segments of the corridor; high-capacity, 60-foot articulated buses powered by diesel-electric hybrid engines, with low emissions and low floors for easy, rapid boarding; widely-spaced, substantial and recognizable transit stations, rather than bus stops; and advanced communications, including reduced delay for BRT vehicles at traffic signals and real-time traveler information. In addition to the LPA and a No-Build Alternative, this draft EIS evaluates nine build alternatives and a lower cost Baseline Alternative. Build Alternatives 1, 2, and 2A are surface alternatives and Build Alternatives 3, 3A, 3B, 3C, 4, and 4A are tunnel options. POSITIVE IMPACTS: Implementation of the BRT system would provide faster and more direct transit service both for the high volume of trips within the Urban Ring corridor, as well as better connections between points in the corridor and the MBTAs existing radial rapid transit and commuter rail systems. As a result, the Urban Ring would improve transit access and capacity in the corridor, reduce crowding in the central subway system, and support transit oriented development and smart growth plans and policies. An operational system would result in a decrease of 41,500 daily auto person trips and consequential relief for traffic congestion and parking constraints in and around downtown Boston, as well as improved air quality. NEGATIVE IMPACTS: Implementation of the project would require approximately 27 acres of multiple narrow property takings along the LPA alignment and would require the removal, relocation, redistribution, and reconfiguration of 800 public and private parking spaces along 13 public roadways within the study corridor. The addition of frequent bus operations in the proposed LPA alignment could have some minor local traffic impacts. The proposed crossing of the Charles River on a rebuilt Grand Junction Railroad bridge could result in impacts to the Charles River Basin Historic District and the Boston University Bridge. 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: 080477, Volume I--655 pages an maps, Volume II: Response to Comments--488 pages, November 20, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Bridges KW - Historic Districts KW - Land Acquisitions KW - Noise KW - Parking KW - Rapid Transit Systems KW - Transportation KW - Underground Structures KW - Urban Renewal KW - Massachusetts 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/816527068?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=URBAN+RING+CORRIDOR+-+PHASE+2+PROJECT%2C+CIRCUMFERENTIAL+TRANSPORTATION+IMPROVEMENTS%2C+MUNICIPALITIES+OF+BOSTON%2C+BROOKLINE%2C+CAMBRIDGE%2C+CHELSEA%2C+EVERETT%2C+MEDFORD+AND+SOMERVILLE%2C+MASSACHUSETTS.&rft.title=URBAN+RING+CORRIDOR+-+PHASE+2+PROJECT%2C+CIRCUMFERENTIAL+TRANSPORTATION+IMPROVEMENTS%2C+MUNICIPALITIES+OF+BOSTON%2C+BROOKLINE%2C+CAMBRIDGE%2C+CHELSEA%2C+EVERETT%2C+MEDFORD+AND+SOMERVILLE%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Cambridge, Massachusetts; DOT N1 - Date revised - 2010-08-25 N1 - SuppNotes - Draft. Preparation date: November 20, 2008 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 5] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 816527027; 14468-080479_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 improve 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 considered in this draft 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 22 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: 080479, Volume 1-- 386 pages and maps, Volume 2-- oversized maps, November 20, 2008 PY - 2008 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/816527027?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-20&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 - 2010-08-25 N1 - SuppNotes - Draft. Preparation date: November 20, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - URBAN RING CORRIDOR - PHASE 2 PROJECT, CIRCUMFERENTIAL TRANSPORTATION IMPROVEMENTS, MUNICIPALITIES OF BOSTON, BROOKLINE, CAMBRIDGE, CHELSEA, EVERETT, MEDFORD AND SOMERVILLE, MASSACHUSETTS. [Part 1 of 3] T2 - URBAN RING CORRIDOR - PHASE 2 PROJECT, CIRCUMFERENTIAL TRANSPORTATION IMPROVEMENTS, MUNICIPALITIES OF BOSTON, BROOKLINE, CAMBRIDGE, CHELSEA, EVERETT, MEDFORD AND SOMERVILLE, MASSACHUSETTS. AN - 816527016; 14466-080477_0001 AB - PURPOSE: A major new bus rapid transit (BRT) system that would run in a roughly circular ring through densely developed portions of Boston, Brookline, Cambridge, Chelsea, Everett, Medford and Somerville, Massachusetts is proposed. The Urban Ring Phase 2 project, also known as the Circumferential Transportation Improvements in the Urban Ring Corridor, is focused on addressing the particular transportation challenges and needs in the Urban Ring corridor, the area just outside of the downtown Boston core. The Urban Ring corridor includes densely-built, established neighborhoods and commercial centers, as well as emerging neighborhoods with environmental justice populations and under-utilized districts that have residential and commercial development potential. During a decades-long planning process for public transit improvements in the corridor, new residential, commercial and institutional development has increased travel demand and worsened congestion. Under the locally preferred alternative (LPA), the proposed system would operate five overlapping BRT routes through the Urban Ring corridor and employ modern bus vehicles within a system of coordinated infrastructure and service enhancements that enable the buses to operate more like rapid transit service. The Urban Ring Phase 2 LPA would include: dedicated roadway, including surface roadways dedicated to bus-only use, bus lanes on existing roadways, and a 1.5 mile BRT tunnel through the Fenway/Longwood Medical and Academic Area dedicated for bus-only use; high-frequency service in peak periods, ranging from every 10 minutes to as often as every three minutes in heavy demand segments of the corridor; high-capacity, 60-foot articulated buses powered by diesel-electric hybrid engines, with low emissions and low floors for easy, rapid boarding; widely-spaced, substantial and recognizable transit stations, rather than bus stops; and advanced communications, including reduced delay for BRT vehicles at traffic signals and real-time traveler information. In addition to the LPA and a No-Build Alternative, this draft EIS evaluates nine build alternatives and a lower cost Baseline Alternative. Build Alternatives 1, 2, and 2A are surface alternatives and Build Alternatives 3, 3A, 3B, 3C, 4, and 4A are tunnel options. POSITIVE IMPACTS: Implementation of the BRT system would provide faster and more direct transit service both for the high volume of trips within the Urban Ring corridor, as well as better connections between points in the corridor and the MBTAs existing radial rapid transit and commuter rail systems. As a result, the Urban Ring would improve transit access and capacity in the corridor, reduce crowding in the central subway system, and support transit oriented development and smart growth plans and policies. An operational system would result in a decrease of 41,500 daily auto person trips and consequential relief for traffic congestion and parking constraints in and around downtown Boston, as well as improved air quality. NEGATIVE IMPACTS: Implementation of the project would require approximately 27 acres of multiple narrow property takings along the LPA alignment and would require the removal, relocation, redistribution, and reconfiguration of 800 public and private parking spaces along 13 public roadways within the study corridor. The addition of frequent bus operations in the proposed LPA alignment could have some minor local traffic impacts. The proposed crossing of the Charles River on a rebuilt Grand Junction Railroad bridge could result in impacts to the Charles River Basin Historic District and the Boston University Bridge. 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: 080477, Volume I--655 pages an maps, Volume II: Response to Comments--488 pages, November 20, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Bridges KW - Historic Districts KW - Land Acquisitions KW - Noise KW - Parking KW - Rapid Transit Systems KW - Transportation KW - Underground Structures KW - Urban Renewal KW - Massachusetts 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/816527016?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=URBAN+RING+CORRIDOR+-+PHASE+2+PROJECT%2C+CIRCUMFERENTIAL+TRANSPORTATION+IMPROVEMENTS%2C+MUNICIPALITIES+OF+BOSTON%2C+BROOKLINE%2C+CAMBRIDGE%2C+CHELSEA%2C+EVERETT%2C+MEDFORD+AND+SOMERVILLE%2C+MASSACHUSETTS.&rft.title=URBAN+RING+CORRIDOR+-+PHASE+2+PROJECT%2C+CIRCUMFERENTIAL+TRANSPORTATION+IMPROVEMENTS%2C+MUNICIPALITIES+OF+BOSTON%2C+BROOKLINE%2C+CAMBRIDGE%2C+CHELSEA%2C+EVERETT%2C+MEDFORD+AND+SOMERVILLE%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Cambridge, Massachusetts; DOT N1 - Date revised - 2010-08-25 N1 - SuppNotes - Draft. Preparation date: November 20, 2008 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 5] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 816527006; 14468-080479_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 improve 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 considered in this draft 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 22 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: 080479, Volume 1-- 386 pages and maps, Volume 2-- oversized maps, November 20, 2008 PY - 2008 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/816527006?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-20&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 - 2010-08-25 N1 - SuppNotes - Draft. Preparation date: November 20, 2008 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 5] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 816526998; 14468-080479_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 improve 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 considered in this draft 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 22 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: 080479, Volume 1-- 386 pages and maps, Volume 2-- oversized maps, November 20, 2008 PY - 2008 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/816526998?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-20&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 - 2010-08-25 N1 - SuppNotes - Draft. Preparation date: November 20, 2008 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 5] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 816526905; 14468-080479_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 improve 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 considered in this draft 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 22 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: 080479, Volume 1-- 386 pages and maps, Volume 2-- oversized maps, November 20, 2008 PY - 2008 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/816526905?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-20&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 - 2010-08-25 N1 - SuppNotes - Draft. Preparation date: November 20, 2008 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 5] T2 - GENEVA ROAD, CENTER STREET/1600 WEST (PROVO) TO GENEVA ROAD/SR-89 (PLEASANT GROVE), UTAH COUNTY, UTAH. AN - 816526902; 14468-080479_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 improve 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 considered in this draft 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 22 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: 080479, Volume 1-- 386 pages and maps, Volume 2-- oversized maps, November 20, 2008 PY - 2008 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/816526902?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-20&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 - 2010-08-25 N1 - SuppNotes - Draft. Preparation date: November 20, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - URBAN RING CORRIDOR - PHASE 2 PROJECT, CIRCUMFERENTIAL TRANSPORTATION IMPROVEMENTS, MUNICIPALITIES OF BOSTON, BROOKLINE, CAMBRIDGE, CHELSEA, EVERETT, MEDFORD AND SOMERVILLE, MASSACHUSETTS. AN - 754908689; 14466 AB - PURPOSE: A major new bus rapid transit (BRT) system that would run in a roughly circular ring through densely developed portions of Boston, Brookline, Cambridge, Chelsea, Everett, Medford and Somerville, Massachusetts is proposed. The Urban Ring Phase 2 project, also known as the Circumferential Transportation Improvements in the Urban Ring Corridor, is focused on addressing the particular transportation challenges and needs in the Urban Ring corridor, the area just outside of the downtown Boston core. The Urban Ring corridor includes densely-built, established neighborhoods and commercial centers, as well as emerging neighborhoods with environmental justice populations and under-utilized districts that have residential and commercial development potential. During a decades-long planning process for public transit improvements in the corridor, new residential, commercial and institutional development has increased travel demand and worsened congestion. Under the locally preferred alternative (LPA), the proposed system would operate five overlapping BRT routes through the Urban Ring corridor and employ modern bus vehicles within a system of coordinated infrastructure and service enhancements that enable the buses to operate more like rapid transit service. The Urban Ring Phase 2 LPA would include: dedicated roadway, including surface roadways dedicated to bus-only use, bus lanes on existing roadways, and a 1.5 mile BRT tunnel through the Fenway/Longwood Medical and Academic Area dedicated for bus-only use; high-frequency service in peak periods, ranging from every 10 minutes to as often as every three minutes in heavy demand segments of the corridor; high-capacity, 60-foot articulated buses powered by diesel-electric hybrid engines, with low emissions and low floors for easy, rapid boarding; widely-spaced, substantial and recognizable transit stations, rather than bus stops; and advanced communications, including reduced delay for BRT vehicles at traffic signals and real-time traveler information. In addition to the LPA and a No-Build Alternative, this draft EIS evaluates nine build alternatives and a lower cost Baseline Alternative. Build Alternatives 1, 2, and 2A are surface alternatives and Build Alternatives 3, 3A, 3B, 3C, 4, and 4A are tunnel options. POSITIVE IMPACTS: Implementation of the BRT system would provide faster and more direct transit service both for the high volume of trips within the Urban Ring corridor, as well as better connections between points in the corridor and the MBTAs existing radial rapid transit and commuter rail systems. As a result, the Urban Ring would improve transit access and capacity in the corridor, reduce crowding in the central subway system, and support transit oriented development and smart growth plans and policies. An operational system would result in a decrease of 41,500 daily auto person trips and consequential relief for traffic congestion and parking constraints in and around downtown Boston, as well as improved air quality. NEGATIVE IMPACTS: Implementation of the project would require approximately 27 acres of multiple narrow property takings along the LPA alignment and would require the removal, relocation, redistribution, and reconfiguration of 800 public and private parking spaces along 13 public roadways within the study corridor. The addition of frequent bus operations in the proposed LPA alignment could have some minor local traffic impacts. The proposed crossing of the Charles River on a rebuilt Grand Junction Railroad bridge could result in impacts to the Charles River Basin Historic District and the Boston University Bridge. 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: 080477, Volume I--655 pages an maps, Volume II: Response to Comments--488 pages, November 20, 2008 PY - 2008 KW - Roads and Railroads KW - Bridges KW - Historic Districts KW - Land Acquisitions KW - Noise KW - Parking KW - Rapid Transit Systems KW - Transportation KW - Underground Structures KW - Urban Renewal KW - Massachusetts 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/754908689?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=URBAN+RING+CORRIDOR+-+PHASE+2+PROJECT%2C+CIRCUMFERENTIAL+TRANSPORTATION+IMPROVEMENTS%2C+MUNICIPALITIES+OF+BOSTON%2C+BROOKLINE%2C+CAMBRIDGE%2C+CHELSEA%2C+EVERETT%2C+MEDFORD+AND+SOMERVILLE%2C+MASSACHUSETTS.&rft.title=URBAN+RING+CORRIDOR+-+PHASE+2+PROJECT%2C+CIRCUMFERENTIAL+TRANSPORTATION+IMPROVEMENTS%2C+MUNICIPALITIES+OF+BOSTON%2C+BROOKLINE%2C+CAMBRIDGE%2C+CHELSEA%2C+EVERETT%2C+MEDFORD+AND+SOMERVILLE%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Cambridge, Massachusetts; DOT N1 - Date revised - 2010-08-25 N1 - SuppNotes - Draft. Preparation date: November 20, 2008 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 - 754908382; 14468 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 improve 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 considered in this draft 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 22 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: 080479, Volume 1-- 386 pages and maps, Volume 2-- oversized maps, November 20, 2008 PY - 2008 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/754908382?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-20&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 - 2010-08-25 N1 - SuppNotes - Draft. Preparation date: November 20, 2008 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 (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 2007 AND RECIRCULATED DRAFT ENVIRONMENTAL IMPACT REPORT). [Part 1 of 1] T2 - SCHUYLER HEIM BRIDGE REPLACEMENT AND SR 47 EXPRESSWAY PROJECT, PORTS AND CITIES OF LONG BEACH AND LOS ANGELES, CALIFORNIA (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 2007 AND RECIRCULATED DRAFT ENVIRONMENTAL IMPACT REPORT). AN - 756827265; 13734-080475_0001 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 Corridor lies between Terminal Island on the south and state Route (SR) 91 (Artesia Freeway) on the north and between Interstate 710 I(I-710; (Terminal Island 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, were considered in the draft EIS of August 2007. All build alternatives involve construction of a new bridge to either replace or complement the existing structure. Alternatives 1 and 2 would also involve construction of a new SR 47 expressway along the Alameda Corridor and extension of SR 103 to Alameda Street, respectively. Alternative 3 would avoid the demolition of the existing bridge. Alternative would involve only bridge replacement and demolition of the existing structure. Alternative 5 would take a transportation system management approach to the bridge-related problems. Estimated costs of alternatives 1, 2, 3, 4, and 5 are estimated at $659.1 million, $709.2 million, $733.9 million, $388.5 million, and $10.7 million, respectively. This supplemental draft EIS, which constitutes a recirculation of the draft EIS, focuses on new information related to the health risk associated with air toxins. 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: 080475, 327 pages and maps, November 18, 2008 PY - 2008 VL - 1 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 - 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/756827265?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-18&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+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+2007+AND+RECIRCULATED+DRAFT+ENVIRONMENTAL+IMPACT+REPORT%29.&rft.title=SCHUYLER+HEIM+BRIDGE+REPLACEMENT+AND+SR+47+EXPRESSWAY+PROJECT%2C+PORTS+AND+CITIES+OF+LONG+BEACH+AND+LOS+ANGELES%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+2007+AND+RECIRCULATED+DRAFT+ENVIRONMENTAL+IMPACT+REPORT%29.&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 - 2010-08-31 N1 - SuppNotes - Draft. Preparation date: November 18, 2008 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 (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 2007 AND RECIRCULATED DRAFT ENVIRONMENTAL IMPACT REPORT). AN - 16388716; 13734 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 Corridor lies between Terminal Island on the south and state Route (SR) 91 (Artesia Freeway) on the north and between Interstate 710 I(I-710; (Terminal Island 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, were considered in the draft EIS of August 2007. All build alternatives involve construction of a new bridge to either replace or complement the existing structure. Alternatives 1 and 2 would also involve construction of a new SR 47 expressway along the Alameda Corridor and extension of SR 103 to Alameda Street, respectively. Alternative 3 would avoid the demolition of the existing bridge. Alternative would involve only bridge replacement and demolition of the existing structure. Alternative 5 would take a transportation system management approach to the bridge-related problems. Estimated costs of alternatives 1, 2, 3, 4, and 5 are estimated at $659.1 million, $709.2 million, $733.9 million, $388.5 million, and $10.7 million, respectively. This supplemental draft EIS, which constitutes a recirculation of the draft EIS, focuses on new information related to the health risk associated with air toxins. 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: 080475, 327 pages and maps, November 18, 2008 PY - 2008 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 - 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/16388716?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-18&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+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+2007+AND+RECIRCULATED+DRAFT+ENVIRONMENTAL+IMPACT+REPORT%29.&rft.title=SCHUYLER+HEIM+BRIDGE+REPLACEMENT+AND+SR+47+EXPRESSWAY+PROJECT%2C+PORTS+AND+CITIES+OF+LONG+BEACH+AND+LOS+ANGELES%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+2007+AND+RECIRCULATED+DRAFT+ENVIRONMENTAL+IMPACT+REPORT%29.&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 - 2010-08-31 N1 - SuppNotes - Draft. Preparation date: November 18, 2008 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Creating a Network of Express Lanes in Metropolitan Areas T2 - 15th World Congress on Intelligent Transport Systems AN - 41838970; 5060156 JF - 15th World Congress on Intelligent Transport Systems AU - DeCorla-Souza, Patrick Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Metropolitan areas KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41838970?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Creating+a+Network+of+Express+Lanes+in+Metropolitan+Areas&rft.au=DeCorla-Souza%2C+Patrick&rft.aulast=DeCorla-Souza&rft.aufirst=Patrick&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Remote Infrared Audible Signage T2 - 15th World Congress on Intelligent Transport Systems AN - 41838864; 5059738 JF - 15th World Congress on Intelligent Transport Systems AU - Wagley, Raj Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41838864?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Remote+Infrared+Audible+Signage&rft.au=Wagley%2C+Raj&rft.aulast=Wagley&rft.aufirst=Raj&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Motorcycle Safety and Intelligent Transportation Systems T2 - 15th World Congress on Intelligent Transport Systems AN - 41838233; 5060127 JF - 15th World Congress on Intelligent Transport Systems AU - Halladay, Michael Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Motorcycles KW - Transportation KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41838233?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Motorcycle+Safety+and+Intelligent+Transportation+Systems&rft.au=Halladay%2C+Michael&rft.aulast=Halladay&rft.aufirst=Michael&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.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 Measures Through Wireless M2M Communications T2 - 15th World Congress on Intelligent Transport Systems AN - 41838185; 5060114 JF - 15th World Congress on Intelligent Transport Systems AU - Gregory, Clint Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Communication KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41838185?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Performance+Measures+Through+Wireless+M2M+Communications&rft.au=Gregory%2C+Clint&rft.aulast=Gregory&rft.aufirst=Clint&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Virtual Weigh Station Demonstration Project in Minnesota T2 - 15th World Congress on Intelligent Transport Systems AN - 41837400; 5059982 JF - 15th World Congress on Intelligent Transport Systems AU - Starr, Ray Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - USA, Minnesota KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41837400?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Virtual+Weigh+Station+Demonstration+Project+in+Minnesota&rft.au=Starr%2C+Ray&rft.aulast=Starr&rft.aufirst=Ray&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Gary-Chicago-Milwaukee Corridor -- Gateway System Transition: Planning to Execution T2 - 15th World Congress on Intelligent Transport Systems AN - 41836032; 5059944 JF - 15th World Congress on Intelligent Transport Systems AU - Sikaras, Charles Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41836032?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Gary-Chicago-Milwaukee+Corridor+--+Gateway+System+Transition%3A+Planning+to+Execution&rft.au=Sikaras%2C+Charles&rft.aulast=Sikaras&rft.aufirst=Charles&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Multi-Agency Regional Video Interoperability, Integration, and Management Platform for ITS T2 - 15th World Congress on Intelligent Transport Systems AN - 41831170; 5060461 JF - 15th World Congress on Intelligent Transport Systems AU - Amin, Rajendra Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Integration KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41831170?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Multi-Agency+Regional+Video+Interoperability%2C+Integration%2C+and+Management+Platform+for+ITS&rft.au=Amin%2C+Rajendra&rft.aulast=Amin&rft.aufirst=Rajendra&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Improving the Operations of Managed Lanes Through Vehicle Infrastructure Cooperation T2 - 15th World Congress on Intelligent Transport Systems AN - 41821781; 5060329 JF - 15th World Congress on Intelligent Transport Systems AU - Ferlis, Robert Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Infrastructure KW - Cooperation KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41821781?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Improving+the+Operations+of+Managed+Lanes+Through+Vehicle+Infrastructure+Cooperation&rft.au=Ferlis%2C+Robert&rft.aulast=Ferlis&rft.aufirst=Robert&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Traffi c Engineering and ITS Initiatives Improving Safety and Mobility in New York City T2 - 15th World Congress on Intelligent Transport Systems AN - 41820569; 5059631 JF - 15th World Congress on Intelligent Transport Systems AU - Athanailos, Ernest Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - USA, New York, New York City KW - Urban areas KW - Safety engineering KW - Mobility KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41820569?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Traffi+c+Engineering+and+ITS+Initiatives+Improving+Safety+and+Mobility+in+New+York+City&rft.au=Athanailos%2C+Ernest&rft.aulast=Athanailos&rft.aufirst=Ernest&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Evaluation and Safety Benefi ts of Using Cell Phone Probe Data in Georgia T2 - 15th World Congress on Intelligent Transport Systems AN - 41820492; 5059619 JF - 15th World Congress on Intelligent Transport Systems AU - Boodhoo, Ronald Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - USA, Georgia KW - Cellular telephones KW - Probes KW - Data processing KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41820492?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Evaluation+and+Safety+Benefi+ts+of+Using+Cell+Phone+Probe+Data+in+Georgia&rft.au=Boodhoo%2C+Ronald&rft.aulast=Boodhoo&rft.aufirst=Ronald&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Upgrades to 511 Traveler Information System Reflect Customer Feedback T2 - 15th World Congress on Intelligent Transport Systems AN - 41819676; 5060008 JF - 15th World Congress on Intelligent Transport Systems AU - Cowherd, Scott Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Information systems KW - Feedback KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41819676?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Upgrades+to+511+Traveler+Information+System+Reflect+Customer+Feedback&rft.au=Cowherd%2C+Scott&rft.aulast=Cowherd&rft.aufirst=Scott&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - ITS and the Role It Plays in a Disaster T2 - 15th World Congress on Intelligent Transport Systems AN - 41817331; 5059938 JF - 15th World Congress on Intelligent Transport Systems AU - Haukom, Terry Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Disasters KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41817331?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=ITS+and+the+Role+It+Plays+in+a+Disaster&rft.au=Haukom%2C+Terry&rft.aulast=Haukom&rft.aufirst=Terry&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Partnership Deployment of ITS Along the U.S. Highway 90 Corridor T2 - 15th World Congress on Intelligent Transport Systems AN - 41817084; 5059883 JF - 15th World Congress on Intelligent Transport Systems AU - Stokes, Michael Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - USA KW - Highways KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41817084?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Partnership+Deployment+of+ITS+Along+the+U.S.+Highway+90+Corridor&rft.au=Stokes%2C+Michael&rft.aulast=Stokes&rft.aufirst=Michael&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Technology Transfer and Deployment of ITS Onboard Commercial Motor Vehicles T2 - 15th World Congress on Intelligent Transport Systems AN - 41815695; 5060335 JF - 15th World Congress on Intelligent Transport Systems AU - Houser, Amy Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Technology transfer KW - Motor vehicles KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41815695?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Technology+Transfer+and+Deployment+of+ITS+Onboard+Commercial+Motor+Vehicles&rft.au=Houser%2C+Amy&rft.aulast=Houser&rft.aufirst=Amy&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.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 York State Department of Transportation INFORM Travel Time Sign System T2 - 15th World Congress on Intelligent Transport Systems AN - 41811532; 5059932 JF - 15th World Congress on Intelligent Transport Systems AU - Sosa, Emilio Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - USA, New York KW - Transportation KW - Travel KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41811532?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=New+York+State+Department+of+Transportation+INFORM+Travel+Time+Sign+System&rft.au=Sosa%2C+Emilio&rft.aulast=Sosa&rft.aufirst=Emilio&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.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 New DMD Concept T2 - 15th World Congress on Intelligent Transport Systems AN - 41811450; 5059930 JF - 15th World Congress on Intelligent Transport Systems AU - Krueger, Gregory Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41811450?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=A+New+DMD+Concept&rft.au=Krueger%2C+Gregory&rft.aulast=Krueger&rft.aufirst=Gregory&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Estimating Costs, Benefi ts, and Revenues from Congestion Pricing of Limited Access Highways T2 - 15th World Congress on Intelligent Transport Systems AN - 41811081; 5059836 JF - 15th World Congress on Intelligent Transport Systems AU - DeCorla-Souza, Patrick Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Pricing KW - Highways KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41811081?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Estimating+Costs%2C+Benefi+ts%2C+and+Revenues+from+Congestion+Pricing+of+Limited+Access+Highways&rft.au=DeCorla-Souza%2C+Patrick&rft.aulast=DeCorla-Souza&rft.aufirst=Patrick&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Phase I of Smart Park -- Real-Time Information on Truck Parking T2 - 15th World Congress on Intelligent Transport Systems AN - 41801455; 5060069 JF - 15th World Congress on Intelligent Transport Systems AU - Kwan, Quon Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Trucks KW - Parks KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41801455?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Phase+I+of+Smart+Park+--+Real-Time+Information+on+Truck+Parking&rft.au=Kwan%2C+Quon&rft.aulast=Kwan&rft.aufirst=Quon&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Improving Commercial Vehicle Driver Safety: The Employer Notification Service State Pilot Test T2 - 15th World Congress on Intelligent Transport Systems AN - 41800979; 5059949 JF - 15th World Congress on Intelligent Transport Systems AU - Flanigan, Chris Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41800979?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Improving+Commercial+Vehicle+Driver+Safety%3A+The+Employer+Notification+Service+State+Pilot+Test&rft.au=Flanigan%2C+Chris&rft.aulast=Flanigan&rft.aufirst=Chris&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Statewide Rural Dynamic Message Sign Development T2 - 15th World Congress on Intelligent Transport Systems AN - 41799454; 5059905 JF - 15th World Congress on Intelligent Transport Systems AU - Sims, Ervin Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Rural areas KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41799454?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Statewide+Rural+Dynamic+Message+Sign+Development&rft.au=Sims%2C+Ervin&rft.aulast=Sims&rft.aufirst=Ervin&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Lower Manhattan Construction Support Command Center T2 - 15th World Congress on Intelligent Transport Systems AN - 41799136; 5060167 JF - 15th World Congress on Intelligent Transport Systems AU - Tipaldo, John Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - USA, New York, Manhattan KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41799136?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Lower+Manhattan+Construction+Support+Command+Center&rft.au=Tipaldo%2C+John&rft.aulast=Tipaldo&rft.aufirst=John&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Reducing Congestion with a New Road Financing System T2 - 15th World Congress on Intelligent Transport Systems AN - 41799028; 5059808 JF - 15th World Congress on Intelligent Transport Systems AU - DeCorla-Souza, Patrick Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Financing KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41799028?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Reducing+Congestion+with+a+New+Road+Financing+System&rft.au=DeCorla-Souza%2C+Patrick&rft.aulast=DeCorla-Souza&rft.aufirst=Patrick&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Assessment of Concepts and Technologies for a "Green" Traffi c Management Center T2 - 15th World Congress on Intelligent Transport Systems AN - 41798967; 5059822 JF - 15th World Congress on Intelligent Transport Systems AU - Saleem, Faisal Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Technology KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41798967?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Assessment+of+Concepts+and+Technologies+for+a+%22Green%22+Traffi+c+Management+Center&rft.au=Saleem%2C+Faisal&rft.aulast=Saleem&rft.aufirst=Faisal&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - AZTech Center-to-Center System Development T2 - 15th World Congress on Intelligent Transport Systems AN - 41795754; 5059920 JF - 15th World Congress on Intelligent Transport Systems AU - Saleem, Faisal Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Development KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41795754?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=AZTech+Center-to-Center+System+Development&rft.au=Saleem%2C+Faisal&rft.aulast=Saleem&rft.aufirst=Faisal&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Validation of Crash Analysis and Causes Supporting the Need for CICAS T2 - 15th World Congress on Intelligent Transport Systems AN - 41793483; 5060411 JF - 15th World Congress on Intelligent Transport Systems AU - Starr, Ray Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41793483?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Validation+of+Crash+Analysis+and+Causes+Supporting+the+Need+for+CICAS&rft.au=Starr%2C+Ray&rft.aulast=Starr&rft.aufirst=Ray&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.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 Disaster Management and Transportation Management Activities in New Hampshire T2 - 15th World Congress on Intelligent Transport Systems AN - 41791699; 5059939 JF - 15th World Congress on Intelligent Transport Systems AU - Lambert, William Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - USA, New Hampshire KW - Emergency preparedness KW - Transportation KW - Disasters KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41791699?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Integrating+Disaster+Management+and+Transportation+Management+Activities+in+New+Hampshire&rft.au=Lambert%2C+William&rft.aulast=Lambert&rft.aufirst=William&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.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 Portable ETTM Equipment for Special Event Parking Management T2 - 15th World Congress on Intelligent Transport Systems AN - 41791117; 5060330 JF - 15th World Congress on Intelligent Transport Systems AU - Fawumi, Ola Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41791117?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Use+of+Portable+ETTM+Equipment+for+Special+Event+Parking+Management&rft.au=Fawumi%2C+Ola&rft.aulast=Fawumi&rft.aufirst=Ola&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Building the Foundation for a Robust Regional Multi-Agency Transit Service Information Portal T2 - 15th World Congress on Intelligent Transport Systems AN - 41791081; 5059795 JF - 15th World Congress on Intelligent Transport Systems AU - Davis, James Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Foundations KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41791081?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Building+the+Foundation+for+a+Robust+Regional+Multi-Agency+Transit+Service+Information+Portal&rft.au=Davis%2C+James&rft.aulast=Davis&rft.aufirst=James&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Evaluation of Performance Measures for Detroit Freeway CCTV Camera Upgrades T2 - 15th World Congress on Intelligent Transport Systems AN - 41791011; 5059780 JF - 15th World Congress on Intelligent Transport Systems AU - Silver, Maria Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - USA, Michigan, Detroit KW - Cameras KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41791011?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Evaluation+of+Performance+Measures+for+Detroit+Freeway+CCTV+Camera+Upgrades&rft.au=Silver%2C+Maria&rft.aulast=Silver&rft.aufirst=Maria&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Multicast Flooding Impact on Wireless and Fiber CCTV Camera Communication for Minnesota/DOT T2 - 15th World Congress on Intelligent Transport Systems AN - 41790967; 5059779 JF - 15th World Congress on Intelligent Transport Systems AU - Starr, Ray Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - USA, Minnesota KW - Flooding KW - Communication KW - Fibers KW - Cameras KW - Environmental effects KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41790967?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Multicast+Flooding+Impact+on+Wireless+and+Fiber+CCTV+Camera+Communication+for+Minnesota%2FDOT&rft.au=Starr%2C+Ray&rft.aulast=Starr&rft.aufirst=Ray&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - ITS Challenges and Solutions for Small and Medium Agencies T2 - 15th World Congress on Intelligent Transport Systems AN - 41789151; 5060073 JF - 15th World Congress on Intelligent Transport Systems AU - Glazer, Jesse Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41789151?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=ITS+Challenges+and+Solutions+for+Small+and+Medium+Agencies&rft.au=Glazer%2C+Jesse&rft.aulast=Glazer&rft.aufirst=Jesse&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.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 York City's Advanced Transportation Controller Program: Design and Project Management Challenges T2 - 15th World Congress on Intelligent Transport Systems AN - 41785811; 5060332 JF - 15th World Congress on Intelligent Transport Systems AU - Khashashina, Rami Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - USA, New York, New York City KW - Urban areas KW - Transportation KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41785811?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=New+York+City%27s+Advanced+Transportation+Controller+Program%3A+Design+and+Project+Management+Challenges&rft.au=Khashashina%2C+Rami&rft.aulast=Khashashina&rft.aufirst=Rami&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Design and Implementation of Automated Vehicle Location and Maintenance Decision Support System T2 - 15th World Congress on Intelligent Transport Systems AN - 41785496; 5059638 JF - 15th World Congress on Intelligent Transport Systems AU - Starr, Ray Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Artificial intelligence KW - Decision support systems KW - Automation KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41785496?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Design+and+Implementation+of+Automated+Vehicle+Location+and+Maintenance+Decision+Support+System&rft.au=Starr%2C+Ray&rft.aulast=Starr&rft.aufirst=Ray&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Benefi ts of Development and Use of the New York City Subregional ITS Architecture T2 - 15th World Congress on Intelligent Transport Systems AN - 41785446; 5059633 JF - 15th World Congress on Intelligent Transport Systems AU - O'Connor, Arthur Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - USA, New York, New York City KW - Urban areas KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41785446?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Benefi+ts+of+Development+and+Use+of+the+New+York+City+Subregional+ITS+Architecture&rft.au=O%27Connor%2C+Arthur&rft.aulast=O%27Connor&rft.aufirst=Arthur&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.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 I-10 National Freight Corridor: A New Corridor for the Future T2 - 15th World Congress on Intelligent Transport Systems AN - 41784554; 5059988 JF - 15th World Congress on Intelligent Transport Systems AU - Akridge, Mike Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41784554?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=The+I-10+National+Freight+Corridor%3A+A+New+Corridor+for+the+Future&rft.au=Akridge%2C+Mike&rft.aulast=Akridge&rft.aufirst=Mike&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.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 Iowa Rural Regional Public Transit ITS Deployment Experience T2 - 15th World Congress on Intelligent Transport Systems AN - 41784505; 5059971 JF - 15th World Congress on Intelligent Transport Systems AU - Krause, Bob Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - USA, Iowa KW - Rural areas KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41784505?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=The+Iowa+Rural+Regional+Public+Transit+ITS+Deployment+Experience&rft.au=Krause%2C+Bob&rft.aulast=Krause&rft.aufirst=Bob&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.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 Advanced Performance Assessment and Evaluation Methods in Corridor System Management Planning T2 - 15th World Congress on Intelligent Transport Systems AN - 41783226; 5060325 JF - 15th World Congress on Intelligent Transport Systems AU - Alm, Erik Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Performance assessment KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41783226?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Use+of+Advanced+Performance+Assessment+and+Evaluation+Methods+in+Corridor+System+Management+Planning&rft.au=Alm%2C+Erik&rft.aulast=Alm&rft.aufirst=Erik&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.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 York State/I-95 Corridor Coalition's Commercial Vehicle Infrastructure Integration (CVII) Program T2 - 15th World Congress on Intelligent Transport Systems AN - 41782477; 5059742 JF - 15th World Congress on Intelligent Transport Systems AU - McDonough, Richard Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - USA, New York KW - Infrastructure KW - Integration KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41782477?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=New+York+State%2FI-95+Corridor+Coalition%27s+Commercial+Vehicle+Infrastructure+Integration+%28CVII%29+Program&rft.au=McDonough%2C+Richard&rft.aulast=McDonough&rft.aufirst=Richard&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Will Policy Trump Technology? Findings from the Federal Highway Administration Rural Interstate Corridor Communications Study T2 - 15th World Congress on Intelligent Transport Systems AN - 41782269; 5059871 JF - 15th World Congress on Intelligent Transport Systems AU - Pol, James Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Rural areas KW - Communication KW - Highways KW - Technology KW - Policies KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41782269?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Will+Policy+Trump+Technology%3F+Findings+from+the+Federal+Highway+Administration+Rural+Interstate+Corridor+Communications+Study&rft.au=Pol%2C+James&rft.aulast=Pol&rft.aufirst=James&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - ITS and Traffi c Control Strategies in New York City T2 - 15th World Congress on Intelligent Transport Systems AN - 41780296; 5059632 JF - 15th World Congress on Intelligent Transport Systems AU - Talas, Mohamad Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - USA, New York, New York City KW - Urban areas KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41780296?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=ITS+and+Traffi+c+Control+Strategies+in+New+York+City&rft.au=Talas%2C+Mohamad&rft.aulast=Talas&rft.aufirst=Mohamad&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Building an Extensive and Responsive Network for Supporting the ITS Workforce T2 - 15th World Congress on Intelligent Transport Systems AN - 41779353; 5059831 JF - 15th World Congress on Intelligent Transport Systems AU - Dodge, Linda Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41779353?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Building+an+Extensive+and+Responsive+Network+for+Supporting+the+ITS+Workforce&rft.au=Dodge%2C+Linda&rft.aulast=Dodge&rft.aufirst=Linda&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.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 Telecommunications Industry's View of Public Sector Transportation Infrastructure T2 - 15th World Congress on Intelligent Transport Systems AN - 41778387; 5060334 JF - 15th World Congress on Intelligent Transport Systems AU - Pol, James Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Telecommunications KW - Transportation KW - Public sector KW - Infrastructure KW - Communication systems KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41778387?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=The+Telecommunications+Industry%27s+View+of+Public+Sector+Transportation+Infrastructure&rft.au=Pol%2C+James&rft.aulast=Pol&rft.aufirst=James&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Arizona E-VII Program Overview T2 - 15th World Congress on Intelligent Transport Systems AN - 41777932; 5059651 JF - 15th World Congress on Intelligent Transport Systems AU - Saleem, Faisal Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - USA, Arizona KW - Reviews KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41777932?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Arizona+E-VII+Program+Overview&rft.au=Saleem%2C+Faisal&rft.aulast=Saleem&rft.aufirst=Faisal&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.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: Where Do We Go from Here? T2 - 15th World Congress on Intelligent Transport Systems AN - 41777903; 5059916 JF - 15th World Congress on Intelligent Transport Systems AU - DeCorla-Souza, Patrick Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Pricing KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41777903?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Congestion+Pricing%3A+Where+Do+We+Go+from+Here%3F&rft.au=DeCorla-Souza%2C+Patrick&rft.aulast=DeCorla-Souza&rft.aufirst=Patrick&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.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 Lane Reversal Exercise Performed on May 20, 2007 T2 - 15th World Congress on Intelligent Transport Systems AN - 41777747; 5059886 JF - 15th World Congress on Intelligent Transport Systems AU - Cogburn, Perry Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - USA, Virginia KW - Physical training KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41777747?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Virginia+Lane+Reversal+Exercise+Performed+on+May+20%2C+2007&rft.au=Cogburn%2C+Perry&rft.aulast=Cogburn&rft.aufirst=Perry&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Tiger Lessons Learned T2 - 15th World Congress on Intelligent Transport Systems AN - 41776491; 5060029 JF - 15th World Congress on Intelligent Transport Systems AU - Starr, Ray Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41776491?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Tiger+Lessons+Learned&rft.au=Starr%2C+Ray&rft.aulast=Starr&rft.aufirst=Ray&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Assessment and Demonstration of Weigh-in-Motion (WIM) Technology as a Pre-Screening Tool T2 - 15th World Congress on Intelligent Transport Systems AN - 41776338; 5059983 JF - 15th World Congress on Intelligent Transport Systems AU - Galvin, Brian Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Technology KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41776338?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Assessment+and+Demonstration+of+Weigh-in-Motion+%28WIM%29+Technology+as+a+Pre-Screening+Tool&rft.au=Galvin%2C+Brian&rft.aulast=Galvin&rft.aufirst=Brian&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Open Source General Public License Traffi c Management Software T2 - 15th World Congress on Intelligent Transport Systems AN - 41774827; 5059892 JF - 15th World Congress on Intelligent Transport Systems AU - Kranig, James Y1 - 2008/11/16/ PY - 2008 DA - 2008 Nov 16 KW - Computer programs KW - Software KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/41774827?accountid=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=15th+World+Congress+on+Intelligent+Transport+Systems&rft.atitle=Open+Source+General+Public+License+Traffi+c+Management+Software&rft.au=Kranig%2C+James&rft.aulast=Kranig&rft.aufirst=James&rft.date=2008-11-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=15th+World+Congress+on+Intelligent+Transport+Systems&rft.issn=&rft_id=info:doi/ L2 - http://itswc2008.ntpshowsites.com/images/Final_Program_PDFs/FinalProgr am.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-07-17 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - MIDDLEBURY SPUR PROJECT, MIDDLEBURY, ADDISON COUNTY, VERMONT. [Part 102 of 120] T2 - MIDDLEBURY SPUR PROJECT, MIDDLEBURY, ADDISON COUNTY, VERMONT. AN - 876255804; 14462-0_0102 AB - PURPOSE: The improvement of the freight transportation system in the town of Middlebury, Addison County, Vermont is proposed. The project would provide improvements along US 7, local roads, and the mainline railroad from Middlebury to Pittsford in Rutland County. Material from the Omya marble quarry is currently trucked on US 7 and local roads, passing through historic Brandon Village, to a processing plant in Pittsford, 23 miles south of the quarry. US 7, which is the major north-south arterial in the western part of the state, has a high level of truck traffic. In Brandon Village, this has resulted in threats to pedestrian safety, impeded access to businesses and side streets, degraded historic buildings, and marred local visual aesthetics. A railroad, owned by the state of Vermont and considered underutilized, roughly parallels US 7 within the corridor. Three alternatives, including a No-Build Alternative, are considered in this final EIS, along with five options associated with the build alternatives. Under the preferred alternative, the project would provide for a 3.3-mile rail spur to allow freight shippers to access the mainline of railway. The spur would begin at the quarry and extend south and then southwest toward US 7, roughly following the current Omya access road. A transloading facility would be constructed along the rail spur just south of the quarry to allow other shippers access to the tail spur. The alignment would cross Lower Foote Street about 25 feet below the existing elevation, severing Lower Foote Street. The alignment would then cross under a new US 7 vehicular bridge, turn westward toward the mainline, traversing mostly farmland, and cross Halladay Road at-grade or via a grade separation structure; alternatively, Halladay Road could be severed and relocated. Toward the western terminus, the alternative would turn south, bridging Creek Road and Otter Creek and connecting with the mainline heading south. Depending on the exact configuration and design of the spur, the estimated cost of the preferred alternative in 2008 dollars ranges from $33.9 million to $34.4 million. POSITIVE IMPACTS: The project would provide for the safe and efficient transportation of freight to and from Middlebury by providing better access to the rail system and removing freight trucks from the local roadway system. NEGATIVE IMPACTS: Rights-of-way acquisition would result in the displacement of 16 parcels encompassing 55 acres of land. From 29.9 to 34.9 acres of open field habitat would be displaced, along with 0.9 acre of forested land and 26 to 34 acres of farmland. Rail structures would alter the high quality visual aesthetics within the corridor, which traverses scenic farmland. Rail operations would significantly increase intermittent noise levels within the corridor; noise levels would moderately exceed federal standards in the vicinity of a number of sensitive receptor sites, and five residential sites would be affected by excessive vibration. The spur would traverse 8.2 to 10.4 acres of archaeologically sensitive land. If the spur crosses Halladay Road via a grade separation structure, one historic house would be affected. LEGAL MANDATES: Federal Water Pollution 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 07-0265D, Volume 31, Number 2. JF - EPA number: 080470, Final EIS--386 pages, Appendices--440 pages, Figures--159 pages and maps, November 14, 2008 PY - 2008 VL - 102 KW - Roads and Railroads KW - Agency number: FHWA-VT-EIS-07-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Districts KW - Historic Sites Surveys KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Vermont KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance 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/876255804?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MIDDLEBURY+SPUR+PROJECT%2C+MIDDLEBURY%2C+ADDISON+COUNTY%2C+VERMONT.&rft.title=MIDDLEBURY+SPUR+PROJECT%2C+MIDDLEBURY%2C+ADDISON+COUNTY%2C+VERMONT.&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 - 2010-08-25 N1 - SuppNotes - Final. Preparation date: November 14, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MIDDLEBURY SPUR PROJECT, MIDDLEBURY, ADDISON COUNTY, VERMONT. [Part 28 of 120] T2 - MIDDLEBURY SPUR PROJECT, MIDDLEBURY, ADDISON COUNTY, VERMONT. AN - 876255803; 14462-0_0028 AB - PURPOSE: The improvement of the freight transportation system in the town of Middlebury, Addison County, Vermont is proposed. The project would provide improvements along US 7, local roads, and the mainline railroad from Middlebury to Pittsford in Rutland County. Material from the Omya marble quarry is currently trucked on US 7 and local roads, passing through historic Brandon Village, to a processing plant in Pittsford, 23 miles south of the quarry. US 7, which is the major north-south arterial in the western part of the state, has a high level of truck traffic. In Brandon Village, this has resulted in threats to pedestrian safety, impeded access to businesses and side streets, degraded historic buildings, and marred local visual aesthetics. A railroad, owned by the state of Vermont and considered underutilized, roughly parallels US 7 within the corridor. Three alternatives, including a No-Build Alternative, are considered in this final EIS, along with five options associated with the build alternatives. Under the preferred alternative, the project would provide for a 3.3-mile rail spur to allow freight shippers to access the mainline of railway. The spur would begin at the quarry and extend south and then southwest toward US 7, roughly following the current Omya access road. A transloading facility would be constructed along the rail spur just south of the quarry to allow other shippers access to the tail spur. The alignment would cross Lower Foote Street about 25 feet below the existing elevation, severing Lower Foote Street. The alignment would then cross under a new US 7 vehicular bridge, turn westward toward the mainline, traversing mostly farmland, and cross Halladay Road at-grade or via a grade separation structure; alternatively, Halladay Road could be severed and relocated. Toward the western terminus, the alternative would turn south, bridging Creek Road and Otter Creek and connecting with the mainline heading south. Depending on the exact configuration and design of the spur, the estimated cost of the preferred alternative in 2008 dollars ranges from $33.9 million to $34.4 million. POSITIVE IMPACTS: The project would provide for the safe and efficient transportation of freight to and from Middlebury by providing better access to the rail system and removing freight trucks from the local roadway system. NEGATIVE IMPACTS: Rights-of-way acquisition would result in the displacement of 16 parcels encompassing 55 acres of land. From 29.9 to 34.9 acres of open field habitat would be displaced, along with 0.9 acre of forested land and 26 to 34 acres of farmland. Rail structures would alter the high quality visual aesthetics within the corridor, which traverses scenic farmland. Rail operations would significantly increase intermittent noise levels within the corridor; noise levels would moderately exceed federal standards in the vicinity of a number of sensitive receptor sites, and five residential sites would be affected by excessive vibration. The spur would traverse 8.2 to 10.4 acres of archaeologically sensitive land. If the spur crosses Halladay Road via a grade separation structure, one historic house would be affected. LEGAL MANDATES: Federal Water Pollution 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 07-0265D, Volume 31, Number 2. JF - EPA number: 080470, Final EIS--386 pages, Appendices--440 pages, Figures--159 pages and maps, November 14, 2008 PY - 2008 VL - 28 KW - Roads and Railroads KW - Agency number: FHWA-VT-EIS-07-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Districts KW - Historic Sites Surveys KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Vermont KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance 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/876255803?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MIDDLEBURY+SPUR+PROJECT%2C+MIDDLEBURY%2C+ADDISON+COUNTY%2C+VERMONT.&rft.title=MIDDLEBURY+SPUR+PROJECT%2C+MIDDLEBURY%2C+ADDISON+COUNTY%2C+VERMONT.&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 - 2010-08-25 N1 - SuppNotes - Final. Preparation date: November 14, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MIDDLEBURY SPUR PROJECT, MIDDLEBURY, ADDISON COUNTY, VERMONT. [Part 93 of 120] T2 - MIDDLEBURY SPUR PROJECT, MIDDLEBURY, ADDISON COUNTY, VERMONT. AN - 876255516; 14462-0_0093 AB - PURPOSE: The improvement of the freight transportation system in the town of Middlebury, Addison County, Vermont is proposed. The project would provide improvements along US 7, local roads, and the mainline railroad from Middlebury to Pittsford in Rutland County. Material from the Omya marble quarry is currently trucked on US 7 and local roads, passing through historic Brandon Village, to a processing plant in Pittsford, 23 miles south of the quarry. US 7, which is the major north-south arterial in the western part of the state, has a high level of truck traffic. In Brandon Village, this has resulted in threats to pedestrian safety, impeded access to businesses and side streets, degraded historic buildings, and marred local visual aesthetics. A railroad, owned by the state of Vermont and considered underutilized, roughly parallels US 7 within the corridor. Three alternatives, including a No-Build Alternative, are considered in this final EIS, along with five options associated with the build alternatives. Under the preferred alternative, the project would provide for a 3.3-mile rail spur to allow freight shippers to access the mainline of railway. The spur would begin at the quarry and extend south and then southwest toward US 7, roughly following the current Omya access road. A transloading facility would be constructed along the rail spur just south of the quarry to allow other shippers access to the tail spur. The alignment would cross Lower Foote Street about 25 feet below the existing elevation, severing Lower Foote Street. The alignment would then cross under a new US 7 vehicular bridge, turn westward toward the mainline, traversing mostly farmland, and cross Halladay Road at-grade or via a grade separation structure; alternatively, Halladay Road could be severed and relocated. Toward the western terminus, the alternative would turn south, bridging Creek Road and Otter Creek and connecting with the mainline heading south. Depending on the exact configuration and design of the spur, the estimated cost of the preferred alternative in 2008 dollars ranges from $33.9 million to $34.4 million. POSITIVE IMPACTS: The project would provide for the safe and efficient transportation of freight to and from Middlebury by providing better access to the rail system and removing freight trucks from the local roadway system. NEGATIVE IMPACTS: Rights-of-way acquisition would result in the displacement of 16 parcels encompassing 55 acres of land. From 29.9 to 34.9 acres of open field habitat would be displaced, along with 0.9 acre of forested land and 26 to 34 acres of farmland. Rail structures would alter the high quality visual aesthetics within the corridor, which traverses scenic farmland. Rail operations would significantly increase intermittent noise levels within the corridor; noise levels would moderately exceed federal standards in the vicinity of a number of sensitive receptor sites, and five residential sites would be affected by excessive vibration. The spur would traverse 8.2 to 10.4 acres of archaeologically sensitive land. If the spur crosses Halladay Road via a grade separation structure, one historic house would be affected. LEGAL MANDATES: Federal Water Pollution 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 07-0265D, Volume 31, Number 2. JF - EPA number: 080470, Final EIS--386 pages, Appendices--440 pages, Figures--159 pages and maps, November 14, 2008 PY - 2008 VL - 93 KW - Roads and Railroads KW - Agency number: FHWA-VT-EIS-07-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Historic Districts KW - Historic Sites Surveys KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Vermont KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance 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/876255516?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-11-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MIDDLEBURY+SPUR+PROJECT%2C+MIDDLEBURY%2C+ADDISON+COUNTY%2C+VERMONT.&rft.title=MIDDLEBURY+SPUR+PROJECT%2C+MIDDLEBURY%2C+ADDISON+COUNTY%2C+VERMONT.&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 - 2010-08-25 N1 - SuppNotes - Final. Preparation date: November 14, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MIDDLEBURY SPUR PROJECT, MIDDLEBURY, ADDISON COUNTY, VERMONT. [Part 91 of 120] T2 - MIDDLEBURY SPUR PROJECT, MIDDLEBURY, ADDISON COUNTY, VERMONT. AN - 876255514; 14462-0_0091 AB - PURPOSE: The improvement of the freight transportation system in the town of Middlebury, Addison County, Vermont is proposed. The project would provide improvements along US 7, local roads, and the mainline railroad from Middlebury to Pittsford in Rutland County. Material from the Omya marble quarry is currently trucked on US 7 and local roads, passing through historic Brandon Village, to a processing plant in Pittsford, 23 miles south of the quarry. US 7, which is the major north-south arterial in the western part of the state, has a high level of truck traffic. In Brandon Village, this has resulted in threats to pedestrian s