TY - JOUR T1 - The effects of safety climate on vessel accidents in the container shipping context. AN - 70376295; 18329411 AB - This study empirically evaluates the influence of safety climate on vessel accidents from a seafarer's perspective, specifically in the container shipping context. Factor analysis revealed six safety climate dimensions: management safety practices, supervisor safety practices, safety attitude, safety training, job safety, and co-workers' safety practices. Logistic regression analysis was used to evaluate the effects of safety climate dimensions on vessel accidents in respect of crew fatality and vessel failure. Study findings indicated that management safety practices, safety training, and job safety dimensions significantly affect crew fatality incidence, and the job safety dimension has a significant influence on vessel failure. Overall, results suggest the job safety dimension has the most important effect on vessel accidents, followed by management safety practices and safety training dimensions. Theoretical and practical implications of the findings for vessel accident prevention in the container shipping context are discussed. JF - Accident; analysis and prevention AU - Lu, Chin-Shan AU - Tsai, Chaur-Luh AD - Department of Transportation and Communication Management Science, National Cheng Kung University, No. 1 University Road, Tainan City 701, Taiwan. lucs@mail.ncku.edu.tw Y1 - 2008/03// PY - 2008 DA - March 2008 SP - 594 EP - 601 VL - 40 IS - 2 SN - 0001-4575, 0001-4575 KW - Index Medicus KW - Factor Analysis, Statistical KW - Risk-Taking KW - Logistic Models KW - Risk Factors KW - Humans KW - Surveys and Questionnaires KW - Pilot Projects KW - Data Collection KW - Ships -- statistics & numerical data KW - Safety Management -- statistics & numerical data KW - Occupational Health -- statistics & numerical data KW - Accidents, Occupational -- statistics & numerical data UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/70376295?accountid=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=Accident%3B+analysis+and+prevention&rft.atitle=The+effects+of+safety+climate+on+vessel+accidents+in+the+container+shipping+context.&rft.au=Lu%2C+Chin-Shan%3BTsai%2C+Chaur-Luh&rft.aulast=Lu&rft.aufirst=Chin-Shan&rft.date=2008-03-01&rft.volume=40&rft.issue=2&rft.spage=594&rft.isbn=&rft.btitle=&rft.title=Accident%3B+analysis+and+prevention&rft.issn=00014575&rft_id=info:doi/10.1016%2Fj.aap.2007.08.015 LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2008-08-01 N1 - Date created - 2008-03-10 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 DO - http://dx.doi.org/10.1016/j.aap.2007.08.015 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36404325; 13307 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36404325?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 18 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36393572; 13307-080073_0018 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36393572?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 17 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36393437; 13307-080073_0017 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36393437?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 19 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36393120; 13307-080073_0019 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36393120?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 14 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36392552; 13307-080073_0014 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392552?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 22 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36392438; 13307-080073_0022 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392438?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 8 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36392199; 13307-080073_0008 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392199?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 5 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36383449; 13307-080073_0005 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383449?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080073/080073_0010.txt of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36383430; 13307-080073_0010 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080073/080073_0010.txt KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383430?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 1 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36383143; 13307-080073_0001 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383143?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 16 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36382998; 13307-080073_0016 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382998?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 11 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36382957; 13307-080073_0011 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382957?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Concrete+Products&rft.atitle=Precast+panels+suit+rapid+concrete+pavement+repair&rft.au=FHWA&rft.aulast=FHWA&rft.aufirst=&rft.date=2005-10-01&rft.volume=108&rft.issue=10&rft.spage=46&rft.isbn=&rft.btitle=&rft.title=Concrete+Products&rft.issn=00105368&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 12 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36382862; 13307-080073_0012 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382862?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 21 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36382648; 13307-080073_0021 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382648?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-10-01&rft.volume=32&rft.issue=5&rft.spage=853&rft.isbn=&rft.btitle=&rft.title=Canadian+Journal+of+Civil+Engineering+%3D+Revue+Canadienne+de+Genie+Civil&rft.issn=03151468&rft_id=info:doi/10.1139%2FL05-033 LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 7 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36382641; 13307-080073_0007 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382641?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080073/080073_0020.txt of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36382503; 13307-080073_0020 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080073/080073_0020.txt KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382503?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 3 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36382412; 13307-080073_0003 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382412?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 15 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36382248; 13307-080073_0015 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382248?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 9 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36380826; 13307-080073_0009 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380826?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Robert&rft.date=2005-10-01&rft.volume=37&rft.issue=7&rft.spage=489&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 6 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36380661; 13307-080073_0006 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380661?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 4 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36380593; 13307-080073_0004 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380593?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 2 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36380517; 13307-080073_0002 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380517?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. [Part 13 of 22] T2 - PRAIRIE PARKWAY STUDY, GRUNDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36378158; 13307-080073_0013 AB - PURPOSE: The construction of an access-controlled, four-lane freeway between Interstate 80 (I-80) and I-88 and the widening of Illinois 47 (IL-47) from I-80 to Canton Farm Road in Grundy, Kendal, and Kane counties, Illinois is proposed. The freeway, to be known as Prairie Parkway, would extend 33.9 to 37 miles depending on the alternative selected. The I-47 project would extend 11.5 miles. The study area, which lies on the fringe of the Chicago metropolitan area, is undergoing rapid growth and development. Enhancement of north-south mobility is essential to supporting and maintaining this growth trend. Three alternatives, including a No Action Alternative, are considered in this final EIS; both action alternatives would provide for the construction of the parkway and the widening of IL-47; the alternatives are distinguished only by the alignments chosen for the parkway and the number of interchanges (six or seven). The preferred alternative is 37.1 miles long. POSITIVE IMPACTS: The project would improve regional mobility by providing multi-lane principal arterial facilities to north-south travelers, commuters, and freight operations. In addition, the new facilities would address local road system deficiencies, improve access from the study area to regional employment centers, and enhance safety within the affected corridors. NEGATIVE IMPACTS: Under the preferred action, rights-of-way requirements, totaling 2,634 acres, would result in the displacement of 21 residences, 2.3 acres of wetlands, 51 acres of forest, 80.5 acres within 19 100-year floodplains, 2,282 acres of active cropland and 1.1 acre of active orchard, 2,505 acres of prime farmland soils, 71 acres of farmland soils of statewide or local importance. A total of 258 farms and 198 farm owners would be affected by land losses. The facilities would traverse 62 streams. Farm severances and other farm-related access barriers created by the project would affect 188 farm operations. Four to 21 parcels would be landlocked. Two state-designated natural areas would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 sensitive receptor sites. Construction workers would encounter eight hazardous waste sites. The highways would mar the visual aesthetics of the rural landscape somewhat. Improved transportation in the area would induce the development of 5,400 acres of land once the project was completed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0114D, Volume 31, Number 1. JF - EPA number: 080073, Volume 1--232 pages, Volume 2--367 pages and maps, Volume 3--523 pages, 167 pages, February 22, 2008 PY - 2008 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-F KW - Farm Management KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Water Quality Assessments KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378158?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRUNDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 22, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. [Part 5 of 5] T2 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. AN - 36392694; 13301-080067_0005 AB - PURPOSE: The construction of a bridge and associated infrastructure to provide for a connection between Detroit, Michigan and Windsor, Ontario, Canada is proposed. This 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 draft 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 cost of the build alternatives range from $1.28 billion to $1.49 billion. 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). JF - EPA number: 080067, 587 pages and maps, February 20, 2008 PY - 2008 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-05-01-D KW - Border Stations KW - Bridges KW - Community Facilities KW - Employment KW - Environmental Justice KW - Geologic Surveys KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands 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/36392694?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-20&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 - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 20, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. [Part 3 of 5] T2 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. AN - 36392358; 13301-080067_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. This 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 draft 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 cost of the build alternatives range from $1.28 billion to $1.49 billion. 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). JF - EPA number: 080067, 587 pages and maps, February 20, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-05-01-D KW - Border Stations KW - Bridges KW - Community Facilities KW - Employment KW - Environmental Justice KW - Geologic Surveys KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands 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/36392358?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-20&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 - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 20, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. [Part 2 of 5] T2 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. AN - 36392288; 13301-080067_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. This 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 draft 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 cost of the build alternatives range from $1.28 billion to $1.49 billion. 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). JF - EPA number: 080067, 587 pages and maps, February 20, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-05-01-D KW - Border Stations KW - Bridges KW - Community Facilities KW - Employment KW - Environmental Justice KW - Geologic Surveys KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands 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/36392288?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-09-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IRON+COUNTY+TRANSPORTATION+CORRIDOR%2C+FROM+STATE+ROAD+56+TO+EXIT+51+ON+INTERSTATE+15%2C+IRON+COUNTY%2C+UTAH.&rft.title=IRON+COUNTY+TRANSPORTATION+CORRIDOR%2C+FROM+STATE+ROAD+56+TO+EXIT+51+ON+INTERSTATE+15%2C+IRON+COUNTY%2C+UTAH.&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 - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 20, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. [Part 1 of 5] T2 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. AN - 36391491; 13301-080067_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. This 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 draft 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 cost of the build alternatives range from $1.28 billion to $1.49 billion. 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). JF - EPA number: 080067, 587 pages and maps, February 20, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-05-01-D KW - Border Stations KW - Bridges KW - Community Facilities KW - Employment KW - Environmental Justice KW - Geologic Surveys KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands 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/36391491?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-20&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 - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 20, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. [Part 4 of 5] T2 - DETROIT RIVER INTERNATIONAL CROSSING, WAYNE COUNTY, MICHIGAN. AN - 36381844; 13301-080067_0004 AB - PURPOSE: The construction of a bridge and associated infrastructure to provide for a connection between Detroit, Michigan and Windsor, Ontario, Canada is proposed. This 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 draft 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 cost of the build alternatives range from $1.28 billion to $1.49 billion. 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). JF - EPA number: 080067, 587 pages and maps, February 20, 2008 PY - 2008 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-05-01-D KW - Border Stations KW - Bridges KW - Community Facilities KW - Employment KW - Environmental Justice KW - Geologic Surveys KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands 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/36381844?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-20&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 - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 20, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 9 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36392696; 13287-080053_0009 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392696?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-09-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=14th+Annual+GIS+for+Oil+and+Gas+Conference+and+Exhibition&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORTAL BRIDGE CAPACITY ENHANCEMENT PROJECT, HUDSON COUNTY, NEW JERSEY. [Part 3 of 4] T2 - PORTAL BRIDGE CAPACITY ENHANCEMENT PROJECT, HUDSON COUNTY, NEW JERSEY. AN - 36392120; 13284-080050_0003 AB - PURPOSE: The expansion of the Portal Bridge across the Hackensack River between the cities of Kearny and Secaucus in Hudson County, New Jersey is proposed to enhance the capacity of and improve operations on the structure. The existing bridge is a two-track, moveable swing-span rail bridge that was constructed by the Pennsylvania Railroad and that began operation in 1910 as part of larger project that also included railway stations and tunnels in Manhattan and New Jersey. These major improvements made possible direct train service between western and southern points on the Pennsylvania Railway and New York City. The bridge is located at Milepost 6.1 along the heavily used "High Line" portion of Amtrak's Northeast Corridor, which connects Newark, New Jersey and New York City. The aging bridge, which is owned by Amtrak, constitutes a bottleneck along the Northeast Corridor and also conflicts with marine traffic. Moreover, the bridge poses reliability concerns, capacity constraints, and operational inflexibility. Key issues identified during scoping include those related to impacts on the rail and highway systems, land use and social conditions, historic resources, visual aesthetics, air and noise pollution, vibration, ecologic impacts, contaminated materials, coastal zone management, and environmental just with respect to minorities, the elderly, and low-income populations. Five alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. All build alternatives would involve the construction of two new bridges to replace the existing bridge; the alternatives differ primarily with respect to the location of the southern bridge and the type of grade-separated crossing, either track fly-over or duck-under. Action Alternative DS would provide a three-track fixed northern bridge, a two-track moveable southern bridge on a new alignment, and a duck-under structure for Track 5. Alternative DE would provide a three-track fixed northern bridge, a two track moveable southern bridge built on the existing alignment, and a duck-under structure for Track 5. Alternative FE would include a three-track fixed northern bridge, a two-track moveable southern bridge built on the existing alignment, and a fly-over structure for Track 5. Alternative FS would provide a three-track fixed northern bridge, a two-track moveable southern bridge built on a new southern alignment, and a fly-over structure for Track 5. Depending on the alternative considered, estimated cost of the project ranges from $1.1 billion to $1.3 billion; construction would require 4.5 to 5.5 years. POSITIVE IMPACTS: Any build alternative would resolve problems associated with the capacity constraints and operational inflexibility affecting the existing crossing by replacing the aging, unreliable, and structurally deficient structure with a modern, high-capacity bridge. The current high maintenance costs and delays resulting from ongoing repairs would be eliminated. A redundant Hackensack River crossing would be provided to facilitate maintenance of the system and enhance passenger safety and security. Conflicts with maritime traffic would be minimized. NEGATIVE IMPACTS: Rights-of-way expansion would require the acquisition of 20.1 to 47.8 acres of land, including, under all alternatives, an 11.1-acre industrial parcel on the north side of the Northeast Corridor. All alternatives, other than DE, would require the acquisition of a four-acre industrial parcel on the north side of the corridor. Portions of Cedar Creek Marsh, Kearny Brackish Marsh, Riverbend Wetland Preserve, and/or Hudson County Park at Laurel Hill would be displaced. Archaeological resource sits, historic cemeteries, and historically significant architectural features, including the existing bridge, would be damaged or destroyed. During rail operations, the portion of Laurel Hill Park north of the corridor that is within 226 feet of the corridor would be affected by severe noise impacts. Pilings and other structures placed in the riverbed would displace benthic habitat, and the bridge would cast a shadow across benthic habitat. The project would eliminate 8.4 to 13.1 acres of wetlands, and all build alternatives would require construction within the 100-year floodplain. Construction workers would encounter contaminated waste sites. 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.), Land and Water Conservation Act of 1965 (16 U.S.C. 4601-4 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). JF - EPA number: 080050, Draft EIS--389 pages and maps, Appendices--177 pages, Engineering Alignments- 117 pages (oversized, February 8, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Archaeological Sites KW - Bridges KW - Cemeteries KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Industrial Districts KW - Navigation KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - New Jersey KW - Department of Transportation Act of 1966, Parks KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Fund Act of 1965, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392120?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORTAL+BRIDGE+CAPACITY+ENHANCEMENT+PROJECT%2C+HUDSON+COUNTY%2C+NEW+JERSEY.&rft.title=PORTAL+BRIDGE+CAPACITY+ENHANCEMENT+PROJECT%2C+HUDSON+COUNTY%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Newark, New Jersey; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 11 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36392083; 13287-080053_0011 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36392083?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080053/080053_0010.txt of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36391964; 13287-080053_0010 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080053/080053_0010.txt KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36391964?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=Second+International+Conference+on+Sustainable+Planning+and+Development+%28Sustainable+Planning+2005%29&rft.atitle=Design+of+a+Sustainable+and+Accessible+Environment+in+Central+Areas&rft.au=Basbas%2C+S%3BMintsis%2C+G%3BOikonomou%2C+K%3BTaxiltaris%2C+C&rft.aulast=Basbas&rft.aufirst=S&rft.date=2005-09-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Second+International+Conference+on+Sustainable+Planning+and+Development+%28Sustainable+Planning+2005%29&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 7 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36391372; 13287-080053_0007 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36391372?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 8 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36383267; 13287-080053_0008 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383267?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 4 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36383189; 13287-080053_0004 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383189?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-09-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MD+32+PLANNING+STUDY%2C+MD+108+TO+I-70%2C+HOWARD+COUNTY%2C+MARYLAND.&rft.title=MD+32+PLANNING+STUDY%2C+MD+108+TO+I-70%2C+HOWARD+COUNTY%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JACKSONVILLE RAPID TRANSIT SYSTEM (RTS), DUVAL COUNTY/CITY OF JACKSONVILLE, FLORIDA. [Part 3 of 3] T2 - JACKSONVILLE RAPID TRANSIT SYSTEM (RTS), DUVAL COUNTY/CITY OF JACKSONVILLE, FLORIDA. AN - 36383097; 13286-080052_0003 AB - PURPOSE: The establishment of a system-wide, high-capacity bus rapid transit (BRT) service and general alignment configuration and identification of probable transit station sites in Jacksonville and Duval County, Florida is proposed in this first tier programmatic EIS process. Recent studies of major travel corridors in metropolitan Jacksonville revealed the need for transportation improvements, including a wider range of mobility options, to meet increasing travel demand within and through the corridors. Jacksonville is geographically expansive, with multiple employment centers both downtown and in suburban areas. The population has an unusually large elder population. The currently proposed action is limited to permitting the Jacksonville Transportation Authority to acquire property at its own risk; i.e., regardless of whether federal funding will become available. The BRT system design is at the conceptual level and this evaluation is at the corridor level, with an initial focus on identifying potential parcels for BRT stations in locations determined in the alternative analysis studies. The recommended north-southeast corridor alternative would extend from the Avenues Mall near Interstate 95 (I-95) and Philips Highway (US 1)in the southeast to Busch Drive at I-95 in the north. The corridor alignment would follow I-95 from the Avenues Mall to Bowden Road and continue north along US 1. The alignment would then transition from US 1 to the east side of the Florida East Coast Railway to the southbank of downtown. after crossing the St. Johns River along the Acosta Bridge and circulating through downtown, the corridor alignment would follow Broad and Jefferson streets, functioning as a one-way pair, to State and Union streets, also functioning as one-way pairs north to First Street, then west to Jefferson Street. The corridor would then continue west along State and Union streets to I-95 and ultimately Busch Drive. The BRT system would travel along a mixed alignment of dedicated transitways, dedicated bus lands, and, possibly, shared existing lanes. The recommended east-southwest corridor alternative would begin at Blanding Boulevard and 103rd Street, continue north along Blanding Boulevard to San Juan Avenue, then either: A) continue along Blanding Boulevard from San Juan Avenue north to Park Street and east along Park Street to Roosevelt Boulevard and the Florida Community College Jacksonville (FCCJ) Kent Campus station; B) continue along Blanding Boulevard from San Juan Avenue north to Shirley Avenue and east along Shirley Avenue, then north along Hamilton Street and into the FCCJ Campus station; C) turn east from Blanding Boulevard onto San Juan Avenue and then north between Roosevelt Boulevard and the CSX Railway until it reached the FCCJ Campus station. The recommended east corridor would begin at Veterans Station on A. Philip Randolph Boulevard in the Central Business District and run north, then east across Mathews Bridge Expressway; the corridor would follow the expressway across Mathews Bridge and along the Arlington Expressway to the Regency Square Mall. POSITIVE IMPACTS: The proposed BRT system would meet the transportation needs of a growing population living in a highly dispersed metropolitan environment. Distant activity, employment, and residential centers would be integrated much more efficiently. The lack of a mix of transportation options would be eliminated as sufficient, reasonably priced BRT service would be available. NEGATIVE IMPACTS: The BRT would have the greatest potential for negative socioeconomic impacts to minorities and low-income populations, with African-Americans bearing the brunt of the effects. Numerous structures and districts eligible for inclusion in the National Register of Historic Places would be affected by construction and operation of the system, as would several parks and visually sensitive landscapes. Bus traffic-generated noise levels would exceed federal standards near numerous sensitive receptor sites. Habitat for a number of state-protected or federally protected species of fish, amphibians, reptiles, birds, mammals, and vascular plants would lie in the vicinity of the BRT corridors. Wetland areas would be taken. Construction workers would encounter hazardous waste at numerous sites within the corridors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0066D, Volume 32, Number 1. JF - EPA number: 080052, Final EIS--321 pages and maps, Appendix--315 pages and maps, February 8, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FDOT/JTA CE M07006 KW - Bridges KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Environmental Justice KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Railroads KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Compliance KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383097?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JACKSONVILLE+RAPID+TRANSIT+SYSTEM+%28RTS%29%2C+DUVAL+COUNTY%2FCITY+OF+JACKSONVILLE%2C+FLORIDA.&rft.title=JACKSONVILLE+RAPID+TRANSIT+SYSTEM+%28RTS%29%2C+DUVAL+COUNTY%2FCITY+OF+JACKSONVILLE%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jacksonville, Florida; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORTAL BRIDGE CAPACITY ENHANCEMENT PROJECT, HUDSON COUNTY, NEW JERSEY. [Part 4 of 4] T2 - PORTAL BRIDGE CAPACITY ENHANCEMENT PROJECT, HUDSON COUNTY, NEW JERSEY. AN - 36382836; 13284-080050_0004 AB - PURPOSE: The expansion of the Portal Bridge across the Hackensack River between the cities of Kearny and Secaucus in Hudson County, New Jersey is proposed to enhance the capacity of and improve operations on the structure. The existing bridge is a two-track, moveable swing-span rail bridge that was constructed by the Pennsylvania Railroad and that began operation in 1910 as part of larger project that also included railway stations and tunnels in Manhattan and New Jersey. These major improvements made possible direct train service between western and southern points on the Pennsylvania Railway and New York City. The bridge is located at Milepost 6.1 along the heavily used "High Line" portion of Amtrak's Northeast Corridor, which connects Newark, New Jersey and New York City. The aging bridge, which is owned by Amtrak, constitutes a bottleneck along the Northeast Corridor and also conflicts with marine traffic. Moreover, the bridge poses reliability concerns, capacity constraints, and operational inflexibility. Key issues identified during scoping include those related to impacts on the rail and highway systems, land use and social conditions, historic resources, visual aesthetics, air and noise pollution, vibration, ecologic impacts, contaminated materials, coastal zone management, and environmental just with respect to minorities, the elderly, and low-income populations. Five alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. All build alternatives would involve the construction of two new bridges to replace the existing bridge; the alternatives differ primarily with respect to the location of the southern bridge and the type of grade-separated crossing, either track fly-over or duck-under. Action Alternative DS would provide a three-track fixed northern bridge, a two-track moveable southern bridge on a new alignment, and a duck-under structure for Track 5. Alternative DE would provide a three-track fixed northern bridge, a two track moveable southern bridge built on the existing alignment, and a duck-under structure for Track 5. Alternative FE would include a three-track fixed northern bridge, a two-track moveable southern bridge built on the existing alignment, and a fly-over structure for Track 5. Alternative FS would provide a three-track fixed northern bridge, a two-track moveable southern bridge built on a new southern alignment, and a fly-over structure for Track 5. Depending on the alternative considered, estimated cost of the project ranges from $1.1 billion to $1.3 billion; construction would require 4.5 to 5.5 years. POSITIVE IMPACTS: Any build alternative would resolve problems associated with the capacity constraints and operational inflexibility affecting the existing crossing by replacing the aging, unreliable, and structurally deficient structure with a modern, high-capacity bridge. The current high maintenance costs and delays resulting from ongoing repairs would be eliminated. A redundant Hackensack River crossing would be provided to facilitate maintenance of the system and enhance passenger safety and security. Conflicts with maritime traffic would be minimized. NEGATIVE IMPACTS: Rights-of-way expansion would require the acquisition of 20.1 to 47.8 acres of land, including, under all alternatives, an 11.1-acre industrial parcel on the north side of the Northeast Corridor. All alternatives, other than DE, would require the acquisition of a four-acre industrial parcel on the north side of the corridor. Portions of Cedar Creek Marsh, Kearny Brackish Marsh, Riverbend Wetland Preserve, and/or Hudson County Park at Laurel Hill would be displaced. Archaeological resource sits, historic cemeteries, and historically significant architectural features, including the existing bridge, would be damaged or destroyed. During rail operations, the portion of Laurel Hill Park north of the corridor that is within 226 feet of the corridor would be affected by severe noise impacts. Pilings and other structures placed in the riverbed would displace benthic habitat, and the bridge would cast a shadow across benthic habitat. The project would eliminate 8.4 to 13.1 acres of wetlands, and all build alternatives would require construction within the 100-year floodplain. Construction workers would encounter contaminated waste sites. 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.), Land and Water Conservation Act of 1965 (16 U.S.C. 4601-4 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). JF - EPA number: 080050, Draft EIS--389 pages and maps, Appendices--177 pages, Engineering Alignments- 117 pages (oversized, February 8, 2008 PY - 2008 VL - 4 KW - Roads and Railroads KW - Archaeological Sites KW - Bridges KW - Cemeteries KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Industrial Districts KW - Navigation KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - New Jersey KW - Department of Transportation Act of 1966, Parks KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Fund Act of 1965, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382836?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORTAL+BRIDGE+CAPACITY+ENHANCEMENT+PROJECT%2C+HUDSON+COUNTY%2C+NEW+JERSEY.&rft.title=PORTAL+BRIDGE+CAPACITY+ENHANCEMENT+PROJECT%2C+HUDSON+COUNTY%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Newark, New Jersey; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JACKSONVILLE RAPID TRANSIT SYSTEM (RTS), DUVAL COUNTY/CITY OF JACKSONVILLE, FLORIDA. [Part 1 of 3] T2 - JACKSONVILLE RAPID TRANSIT SYSTEM (RTS), DUVAL COUNTY/CITY OF JACKSONVILLE, FLORIDA. AN - 36382762; 13286-080052_0001 AB - PURPOSE: The establishment of a system-wide, high-capacity bus rapid transit (BRT) service and general alignment configuration and identification of probable transit station sites in Jacksonville and Duval County, Florida is proposed in this first tier programmatic EIS process. Recent studies of major travel corridors in metropolitan Jacksonville revealed the need for transportation improvements, including a wider range of mobility options, to meet increasing travel demand within and through the corridors. Jacksonville is geographically expansive, with multiple employment centers both downtown and in suburban areas. The population has an unusually large elder population. The currently proposed action is limited to permitting the Jacksonville Transportation Authority to acquire property at its own risk; i.e., regardless of whether federal funding will become available. The BRT system design is at the conceptual level and this evaluation is at the corridor level, with an initial focus on identifying potential parcels for BRT stations in locations determined in the alternative analysis studies. The recommended north-southeast corridor alternative would extend from the Avenues Mall near Interstate 95 (I-95) and Philips Highway (US 1)in the southeast to Busch Drive at I-95 in the north. The corridor alignment would follow I-95 from the Avenues Mall to Bowden Road and continue north along US 1. The alignment would then transition from US 1 to the east side of the Florida East Coast Railway to the southbank of downtown. after crossing the St. Johns River along the Acosta Bridge and circulating through downtown, the corridor alignment would follow Broad and Jefferson streets, functioning as a one-way pair, to State and Union streets, also functioning as one-way pairs north to First Street, then west to Jefferson Street. The corridor would then continue west along State and Union streets to I-95 and ultimately Busch Drive. The BRT system would travel along a mixed alignment of dedicated transitways, dedicated bus lands, and, possibly, shared existing lanes. The recommended east-southwest corridor alternative would begin at Blanding Boulevard and 103rd Street, continue north along Blanding Boulevard to San Juan Avenue, then either: A) continue along Blanding Boulevard from San Juan Avenue north to Park Street and east along Park Street to Roosevelt Boulevard and the Florida Community College Jacksonville (FCCJ) Kent Campus station; B) continue along Blanding Boulevard from San Juan Avenue north to Shirley Avenue and east along Shirley Avenue, then north along Hamilton Street and into the FCCJ Campus station; C) turn east from Blanding Boulevard onto San Juan Avenue and then north between Roosevelt Boulevard and the CSX Railway until it reached the FCCJ Campus station. The recommended east corridor would begin at Veterans Station on A. Philip Randolph Boulevard in the Central Business District and run north, then east across Mathews Bridge Expressway; the corridor would follow the expressway across Mathews Bridge and along the Arlington Expressway to the Regency Square Mall. POSITIVE IMPACTS: The proposed BRT system would meet the transportation needs of a growing population living in a highly dispersed metropolitan environment. Distant activity, employment, and residential centers would be integrated much more efficiently. The lack of a mix of transportation options would be eliminated as sufficient, reasonably priced BRT service would be available. NEGATIVE IMPACTS: The BRT would have the greatest potential for negative socioeconomic impacts to minorities and low-income populations, with African-Americans bearing the brunt of the effects. Numerous structures and districts eligible for inclusion in the National Register of Historic Places would be affected by construction and operation of the system, as would several parks and visually sensitive landscapes. Bus traffic-generated noise levels would exceed federal standards near numerous sensitive receptor sites. Habitat for a number of state-protected or federally protected species of fish, amphibians, reptiles, birds, mammals, and vascular plants would lie in the vicinity of the BRT corridors. Wetland areas would be taken. Construction workers would encounter hazardous waste at numerous sites within the corridors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0066D, Volume 32, Number 1. JF - EPA number: 080052, Final EIS--321 pages and maps, Appendix--315 pages and maps, February 8, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FDOT/JTA CE M07006 KW - Bridges KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Environmental Justice KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Railroads KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Compliance KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382762?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-09-01&rft.volume=4&rft.issue=1&rft.spage=13&rft.isbn=&rft.btitle=&rft.title=Urban+Forestry+%26+Urban+Greening&rft.issn=16188667&rft_id=info:doi/10.1016%2Fj.ufug.2005.07.001 LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jacksonville, Florida; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORTAL BRIDGE CAPACITY ENHANCEMENT PROJECT, HUDSON COUNTY, NEW JERSEY. [Part 2 of 4] T2 - PORTAL BRIDGE CAPACITY ENHANCEMENT PROJECT, HUDSON COUNTY, NEW JERSEY. AN - 36382610; 13284-080050_0002 AB - PURPOSE: The expansion of the Portal Bridge across the Hackensack River between the cities of Kearny and Secaucus in Hudson County, New Jersey is proposed to enhance the capacity of and improve operations on the structure. The existing bridge is a two-track, moveable swing-span rail bridge that was constructed by the Pennsylvania Railroad and that began operation in 1910 as part of larger project that also included railway stations and tunnels in Manhattan and New Jersey. These major improvements made possible direct train service between western and southern points on the Pennsylvania Railway and New York City. The bridge is located at Milepost 6.1 along the heavily used "High Line" portion of Amtrak's Northeast Corridor, which connects Newark, New Jersey and New York City. The aging bridge, which is owned by Amtrak, constitutes a bottleneck along the Northeast Corridor and also conflicts with marine traffic. Moreover, the bridge poses reliability concerns, capacity constraints, and operational inflexibility. Key issues identified during scoping include those related to impacts on the rail and highway systems, land use and social conditions, historic resources, visual aesthetics, air and noise pollution, vibration, ecologic impacts, contaminated materials, coastal zone management, and environmental just with respect to minorities, the elderly, and low-income populations. Five alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. All build alternatives would involve the construction of two new bridges to replace the existing bridge; the alternatives differ primarily with respect to the location of the southern bridge and the type of grade-separated crossing, either track fly-over or duck-under. Action Alternative DS would provide a three-track fixed northern bridge, a two-track moveable southern bridge on a new alignment, and a duck-under structure for Track 5. Alternative DE would provide a three-track fixed northern bridge, a two track moveable southern bridge built on the existing alignment, and a duck-under structure for Track 5. Alternative FE would include a three-track fixed northern bridge, a two-track moveable southern bridge built on the existing alignment, and a fly-over structure for Track 5. Alternative FS would provide a three-track fixed northern bridge, a two-track moveable southern bridge built on a new southern alignment, and a fly-over structure for Track 5. Depending on the alternative considered, estimated cost of the project ranges from $1.1 billion to $1.3 billion; construction would require 4.5 to 5.5 years. POSITIVE IMPACTS: Any build alternative would resolve problems associated with the capacity constraints and operational inflexibility affecting the existing crossing by replacing the aging, unreliable, and structurally deficient structure with a modern, high-capacity bridge. The current high maintenance costs and delays resulting from ongoing repairs would be eliminated. A redundant Hackensack River crossing would be provided to facilitate maintenance of the system and enhance passenger safety and security. Conflicts with maritime traffic would be minimized. NEGATIVE IMPACTS: Rights-of-way expansion would require the acquisition of 20.1 to 47.8 acres of land, including, under all alternatives, an 11.1-acre industrial parcel on the north side of the Northeast Corridor. All alternatives, other than DE, would require the acquisition of a four-acre industrial parcel on the north side of the corridor. Portions of Cedar Creek Marsh, Kearny Brackish Marsh, Riverbend Wetland Preserve, and/or Hudson County Park at Laurel Hill would be displaced. Archaeological resource sits, historic cemeteries, and historically significant architectural features, including the existing bridge, would be damaged or destroyed. During rail operations, the portion of Laurel Hill Park north of the corridor that is within 226 feet of the corridor would be affected by severe noise impacts. Pilings and other structures placed in the riverbed would displace benthic habitat, and the bridge would cast a shadow across benthic habitat. The project would eliminate 8.4 to 13.1 acres of wetlands, and all build alternatives would require construction within the 100-year floodplain. Construction workers would encounter contaminated waste sites. 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.), Land and Water Conservation Act of 1965 (16 U.S.C. 4601-4 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). JF - EPA number: 080050, Draft EIS--389 pages and maps, Appendices--177 pages, Engineering Alignments- 117 pages (oversized, February 8, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Archaeological Sites KW - Bridges KW - Cemeteries KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Industrial Districts KW - Navigation KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - New Jersey KW - Department of Transportation Act of 1966, Parks KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Fund Act of 1965, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382610?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORTAL+BRIDGE+CAPACITY+ENHANCEMENT+PROJECT%2C+HUDSON+COUNTY%2C+NEW+JERSEY.&rft.title=PORTAL+BRIDGE+CAPACITY+ENHANCEMENT+PROJECT%2C+HUDSON+COUNTY%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Newark, New Jersey; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORTAL BRIDGE CAPACITY ENHANCEMENT PROJECT, HUDSON COUNTY, NEW JERSEY. [Part 1 of 4] T2 - PORTAL BRIDGE CAPACITY ENHANCEMENT PROJECT, HUDSON COUNTY, NEW JERSEY. AN - 36382557; 13284-080050_0001 AB - PURPOSE: The expansion of the Portal Bridge across the Hackensack River between the cities of Kearny and Secaucus in Hudson County, New Jersey is proposed to enhance the capacity of and improve operations on the structure. The existing bridge is a two-track, moveable swing-span rail bridge that was constructed by the Pennsylvania Railroad and that began operation in 1910 as part of larger project that also included railway stations and tunnels in Manhattan and New Jersey. These major improvements made possible direct train service between western and southern points on the Pennsylvania Railway and New York City. The bridge is located at Milepost 6.1 along the heavily used "High Line" portion of Amtrak's Northeast Corridor, which connects Newark, New Jersey and New York City. The aging bridge, which is owned by Amtrak, constitutes a bottleneck along the Northeast Corridor and also conflicts with marine traffic. Moreover, the bridge poses reliability concerns, capacity constraints, and operational inflexibility. Key issues identified during scoping include those related to impacts on the rail and highway systems, land use and social conditions, historic resources, visual aesthetics, air and noise pollution, vibration, ecologic impacts, contaminated materials, coastal zone management, and environmental just with respect to minorities, the elderly, and low-income populations. Five alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. All build alternatives would involve the construction of two new bridges to replace the existing bridge; the alternatives differ primarily with respect to the location of the southern bridge and the type of grade-separated crossing, either track fly-over or duck-under. Action Alternative DS would provide a three-track fixed northern bridge, a two-track moveable southern bridge on a new alignment, and a duck-under structure for Track 5. Alternative DE would provide a three-track fixed northern bridge, a two track moveable southern bridge built on the existing alignment, and a duck-under structure for Track 5. Alternative FE would include a three-track fixed northern bridge, a two-track moveable southern bridge built on the existing alignment, and a fly-over structure for Track 5. Alternative FS would provide a three-track fixed northern bridge, a two-track moveable southern bridge built on a new southern alignment, and a fly-over structure for Track 5. Depending on the alternative considered, estimated cost of the project ranges from $1.1 billion to $1.3 billion; construction would require 4.5 to 5.5 years. POSITIVE IMPACTS: Any build alternative would resolve problems associated with the capacity constraints and operational inflexibility affecting the existing crossing by replacing the aging, unreliable, and structurally deficient structure with a modern, high-capacity bridge. The current high maintenance costs and delays resulting from ongoing repairs would be eliminated. A redundant Hackensack River crossing would be provided to facilitate maintenance of the system and enhance passenger safety and security. Conflicts with maritime traffic would be minimized. NEGATIVE IMPACTS: Rights-of-way expansion would require the acquisition of 20.1 to 47.8 acres of land, including, under all alternatives, an 11.1-acre industrial parcel on the north side of the Northeast Corridor. All alternatives, other than DE, would require the acquisition of a four-acre industrial parcel on the north side of the corridor. Portions of Cedar Creek Marsh, Kearny Brackish Marsh, Riverbend Wetland Preserve, and/or Hudson County Park at Laurel Hill would be displaced. Archaeological resource sits, historic cemeteries, and historically significant architectural features, including the existing bridge, would be damaged or destroyed. During rail operations, the portion of Laurel Hill Park north of the corridor that is within 226 feet of the corridor would be affected by severe noise impacts. Pilings and other structures placed in the riverbed would displace benthic habitat, and the bridge would cast a shadow across benthic habitat. The project would eliminate 8.4 to 13.1 acres of wetlands, and all build alternatives would require construction within the 100-year floodplain. Construction workers would encounter contaminated waste sites. 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.), Land and Water Conservation Act of 1965 (16 U.S.C. 4601-4 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). JF - EPA number: 080050, Draft EIS--389 pages and maps, Appendices--177 pages, Engineering Alignments- 117 pages (oversized, February 8, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Archaeological Sites KW - Bridges KW - Cemeteries KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Industrial Districts KW - Navigation KW - Noise Standards Violations KW - Parks KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - New Jersey KW - Department of Transportation Act of 1966, Parks KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Fund Act of 1965, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382557?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORTAL+BRIDGE+CAPACITY+ENHANCEMENT+PROJECT%2C+HUDSON+COUNTY%2C+NEW+JERSEY.&rft.title=PORTAL+BRIDGE+CAPACITY+ENHANCEMENT+PROJECT%2C+HUDSON+COUNTY%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Newark, New Jersey; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 13 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36382334; 13287-080053_0013 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382334?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/10.1061%2F%28ASCE%291090-0241%282004%29130%3A2%28174%29 LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 12 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36382329; 13287-080053_0012 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382329?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 5 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36382311; 13287-080053_0005 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382311?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JACKSONVILLE RAPID TRANSIT SYSTEM (RTS), DUVAL COUNTY/CITY OF JACKSONVILLE, FLORIDA. [Part 2 of 3] T2 - JACKSONVILLE RAPID TRANSIT SYSTEM (RTS), DUVAL COUNTY/CITY OF JACKSONVILLE, FLORIDA. AN - 36382267; 13286-080052_0002 AB - PURPOSE: The establishment of a system-wide, high-capacity bus rapid transit (BRT) service and general alignment configuration and identification of probable transit station sites in Jacksonville and Duval County, Florida is proposed in this first tier programmatic EIS process. Recent studies of major travel corridors in metropolitan Jacksonville revealed the need for transportation improvements, including a wider range of mobility options, to meet increasing travel demand within and through the corridors. Jacksonville is geographically expansive, with multiple employment centers both downtown and in suburban areas. The population has an unusually large elder population. The currently proposed action is limited to permitting the Jacksonville Transportation Authority to acquire property at its own risk; i.e., regardless of whether federal funding will become available. The BRT system design is at the conceptual level and this evaluation is at the corridor level, with an initial focus on identifying potential parcels for BRT stations in locations determined in the alternative analysis studies. The recommended north-southeast corridor alternative would extend from the Avenues Mall near Interstate 95 (I-95) and Philips Highway (US 1)in the southeast to Busch Drive at I-95 in the north. The corridor alignment would follow I-95 from the Avenues Mall to Bowden Road and continue north along US 1. The alignment would then transition from US 1 to the east side of the Florida East Coast Railway to the southbank of downtown. after crossing the St. Johns River along the Acosta Bridge and circulating through downtown, the corridor alignment would follow Broad and Jefferson streets, functioning as a one-way pair, to State and Union streets, also functioning as one-way pairs north to First Street, then west to Jefferson Street. The corridor would then continue west along State and Union streets to I-95 and ultimately Busch Drive. The BRT system would travel along a mixed alignment of dedicated transitways, dedicated bus lands, and, possibly, shared existing lanes. The recommended east-southwest corridor alternative would begin at Blanding Boulevard and 103rd Street, continue north along Blanding Boulevard to San Juan Avenue, then either: A) continue along Blanding Boulevard from San Juan Avenue north to Park Street and east along Park Street to Roosevelt Boulevard and the Florida Community College Jacksonville (FCCJ) Kent Campus station; B) continue along Blanding Boulevard from San Juan Avenue north to Shirley Avenue and east along Shirley Avenue, then north along Hamilton Street and into the FCCJ Campus station; C) turn east from Blanding Boulevard onto San Juan Avenue and then north between Roosevelt Boulevard and the CSX Railway until it reached the FCCJ Campus station. The recommended east corridor would begin at Veterans Station on A. Philip Randolph Boulevard in the Central Business District and run north, then east across Mathews Bridge Expressway; the corridor would follow the expressway across Mathews Bridge and along the Arlington Expressway to the Regency Square Mall. POSITIVE IMPACTS: The proposed BRT system would meet the transportation needs of a growing population living in a highly dispersed metropolitan environment. Distant activity, employment, and residential centers would be integrated much more efficiently. The lack of a mix of transportation options would be eliminated as sufficient, reasonably priced BRT service would be available. NEGATIVE IMPACTS: The BRT would have the greatest potential for negative socioeconomic impacts to minorities and low-income populations, with African-Americans bearing the brunt of the effects. Numerous structures and districts eligible for inclusion in the National Register of Historic Places would be affected by construction and operation of the system, as would several parks and visually sensitive landscapes. Bus traffic-generated noise levels would exceed federal standards near numerous sensitive receptor sites. Habitat for a number of state-protected or federally protected species of fish, amphibians, reptiles, birds, mammals, and vascular plants would lie in the vicinity of the BRT corridors. Wetland areas would be taken. Construction workers would encounter hazardous waste at numerous sites within the corridors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0066D, Volume 32, Number 1. JF - EPA number: 080052, Final EIS--321 pages and maps, Appendix--315 pages and maps, February 8, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FDOT/JTA CE M07006 KW - Bridges KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Environmental Justice KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Railroads KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Compliance KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382267?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JACKSONVILLE+RAPID+TRANSIT+SYSTEM+%28RTS%29%2C+DUVAL+COUNTY%2FCITY+OF+JACKSONVILLE%2C+FLORIDA.&rft.title=JACKSONVILLE+RAPID+TRANSIT+SYSTEM+%28RTS%29%2C+DUVAL+COUNTY%2FCITY+OF+JACKSONVILLE%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jacksonville, Florida; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 3 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36380320; 13287-080053_0003 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380320?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=M&rft.date=2005-09-01&rft.volume=29&rft.issue=6&rft.spage=517&rft.isbn=&rft.btitle=&rft.title=Journal+of+Analytical+Toxicology&rft.issn=01464760&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 1 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36380254; 13287-080053_0001 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380254?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 6 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36375238; 13287-080053_0006 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36375238?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 2 of 13] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 36375177; 13287-080053_0002 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36375177?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JACKSONVILLE RAPID TRANSIT SYSTEM (RTS), DUVAL COUNTY/CITY OF JACKSONVILLE, FLORIDA. AN - 16388104; 13286 AB - PURPOSE: The establishment of a system-wide, high-capacity bus rapid transit (BRT) service and general alignment configuration and identification of probable transit station sites in Jacksonville and Duval County, Florida is proposed in this first tier programmatic EIS process. Recent studies of major travel corridors in metropolitan Jacksonville revealed the need for transportation improvements, including a wider range of mobility options, to meet increasing travel demand within and through the corridors. Jacksonville is geographically expansive, with multiple employment centers both downtown and in suburban areas. The population has an unusually large elder population. The currently proposed action is limited to permitting the Jacksonville Transportation Authority to acquire property at its own risk; i.e., regardless of whether federal funding will become available. The BRT system design is at the conceptual level and this evaluation is at the corridor level, with an initial focus on identifying potential parcels for BRT stations in locations determined in the alternative analysis studies. The recommended north-southeast corridor alternative would extend from the Avenues Mall near Interstate 95 (I-95) and Philips Highway (US 1)in the southeast to Busch Drive at I-95 in the north. The corridor alignment would follow I-95 from the Avenues Mall to Bowden Road and continue north along US 1. The alignment would then transition from US 1 to the east side of the Florida East Coast Railway to the southbank of downtown. after crossing the St. Johns River along the Acosta Bridge and circulating through downtown, the corridor alignment would follow Broad and Jefferson streets, functioning as a one-way pair, to State and Union streets, also functioning as one-way pairs north to First Street, then west to Jefferson Street. The corridor would then continue west along State and Union streets to I-95 and ultimately Busch Drive. The BRT system would travel along a mixed alignment of dedicated transitways, dedicated bus lands, and, possibly, shared existing lanes. The recommended east-southwest corridor alternative would begin at Blanding Boulevard and 103rd Street, continue north along Blanding Boulevard to San Juan Avenue, then either: A) continue along Blanding Boulevard from San Juan Avenue north to Park Street and east along Park Street to Roosevelt Boulevard and the Florida Community College Jacksonville (FCCJ) Kent Campus station; B) continue along Blanding Boulevard from San Juan Avenue north to Shirley Avenue and east along Shirley Avenue, then north along Hamilton Street and into the FCCJ Campus station; C) turn east from Blanding Boulevard onto San Juan Avenue and then north between Roosevelt Boulevard and the CSX Railway until it reached the FCCJ Campus station. The recommended east corridor would begin at Veterans Station on A. Philip Randolph Boulevard in the Central Business District and run north, then east across Mathews Bridge Expressway; the corridor would follow the expressway across Mathews Bridge and along the Arlington Expressway to the Regency Square Mall. POSITIVE IMPACTS: The proposed BRT system would meet the transportation needs of a growing population living in a highly dispersed metropolitan environment. Distant activity, employment, and residential centers would be integrated much more efficiently. The lack of a mix of transportation options would be eliminated as sufficient, reasonably priced BRT service would be available. NEGATIVE IMPACTS: The BRT would have the greatest potential for negative socioeconomic impacts to minorities and low-income populations, with African-Americans bearing the brunt of the effects. Numerous structures and districts eligible for inclusion in the National Register of Historic Places would be affected by construction and operation of the system, as would several parks and visually sensitive landscapes. Bus traffic-generated noise levels would exceed federal standards near numerous sensitive receptor sites. Habitat for a number of state-protected or federally protected species of fish, amphibians, reptiles, birds, mammals, and vascular plants would lie in the vicinity of the BRT corridors. Wetland areas would be taken. Construction workers would encounter hazardous waste at numerous sites within the corridors. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0066D, Volume 32, Number 1. JF - EPA number: 080052, Final EIS--321 pages and maps, Appendix--315 pages and maps, February 8, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FDOT/JTA CE M07006 KW - Bridges KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Environmental Justice KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Railroads KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Compliance KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16388104?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JACKSONVILLE+RAPID+TRANSIT+SYSTEM+%28RTS%29%2C+DUVAL+COUNTY%2FCITY+OF+JACKSONVILLE%2C+FLORIDA.&rft.title=JACKSONVILLE+RAPID+TRANSIT+SYSTEM+%28RTS%29%2C+DUVAL+COUNTY%2FCITY+OF+JACKSONVILLE%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jacksonville, Florida; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 16376951; 13287 AB - PURPOSE: The reconstruction of South Capitol Street from Firth Sterling Avenue Southeast (SE) to Independence Avenue and reconstruction of the Suitland Parkway and from Martin Luther King, Jr. Avenue SE (MLK) to South Capitol Street in the District of Columbia (District) are proposed. The project would include the replacement Fredrick Douglass Memorial Bridge and the reconfiguration of South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. As the primary corridor in L'Enfants 1791 Plan for the City of Washington, South Capitol Street was envisioned as one of the symbolic gateways to the city and its monumental core. The thoroughfare currently connects downtown Washington to neighborhoods in the southeast and southwest quadrants of the District and Prince Georges County, Maryland. Currently, the street lacks any characteristics of its historic and intended function as a gateway. Present conditions are not appropriate to this important function. South Capitol Street is an urban freeway that has become a conduit for through traffic at the expense of serving the needs of residents and businesses in the corridor. The transportation is obsolete, in a deteriorating condition, and fails to provide necessary connections to community destinations for pedestrians, bicyclists, transit riders, and motorists. The condition of this important artery is impeding development along the corridor and along the Anacostia River waterfront, where extensive economic development plans are underway. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Under either build alternatives, the project would reconstruct South Capitol Street as a six-lane boulevard; provide at-grade intersections to provide turning movements; replace Fredrick Douglass Memorial Bridge; reconstruct the bridge carrying I-295 over South Capitol Street; widen the bridge carrying I-295 over Howard Road; and reconstruct portions of Firth Sterling Avenue SE, Howard Road SE, and New Jersey Avenue SE; widen MLK Avenue. Bridge over the Suitland Parkway to provide for a new multi-use trail. Build Alternative 1 would add a ramp connecting southbound Interstate 295 (I-295) to the northbound Suitland Parkway. Build Alternative 2 would replace the existing Suitland Parkway/I-295 interchange with an urban diamond interchange, allowing all movements between the two highways. Estimated construction costs without the new Fredrick Douglass Bridge range from $248 million to $408 million; new bridge costs range from $279 million to $373 million. POSITIVE IMPACTS: Reconstruction of the affected portions of South Capitol Street and the Suitland Parkway and the associated local roads, as appropriate, would improve transportation safety, mobility, and accessibility along the corridor, thereby enhancing planned economic development in a currently socioeconomically disadvantaged area. NEGATIVE IMPACTS: Depending on the build alternative selected, the project would require the development of 57 to 77 acres of rights-of-way, resulting in the displacement, under either alternative, of five commercial units, two industrial warehouses, an auto repair shop, and a heliport. Fifteen or 19 hazardous waste sites would be encountered by construction workers. Only 0.1 acre of wildlife habitat would be lost, along with three live specimen trees. The project would degrade the historic values associated with Suitland Parkway, which is eligible for inclusion in the National Register of Historic Places. LEGAL MANDATES: Department of Transportation Act of 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). JF - EPA number: 080053, Draft EIS--693 pages and maps, Technical Reports--1,542 pages and maps, February 8, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-08-XX-D KW - Bridges KW - Hazardous Wastes KW - Helicopters KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Urban Renewal KW - Wildlife Habitat KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16376951?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. AN - 36423969; 13278 AB - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon to the Confederated Tribes of the Warm Springs Reservation of Oregon is proposed to allow the tribal trust to develop a resort and casino. The tribe faces serious financial difficulties caused by steadily declining tribal revenues and shrinking tribal budgets against a backdrop of a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks; the entire 60-acre site would lie within the port. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles via a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue casino operations at its Kah-Nee-Ta Casino. The other two action alternatives under consideration are 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26 POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs by 2011 and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust-and-fee lands, which within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 080044, Volume 1--680 pages, Volume 2--599 pages, February 5, 2008 PY - 2008 KW - Land Use KW - Air Quality Assessments KW - Birds KW - Conservation KW - Easements KW - Employment KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Historic Sites KW - Hotels KW - Industrial Parks KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Property Disposition KW - Resorts KW - Rivers KW - Scenic Areas KW - Socioeconomic Assessments KW - Visual Resources KW - Wildlife Surveys KW - Columbia River Gorge National Scenic Area KW - Oregon KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36423969?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-09-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+SECTION+OF+INDEPENDENT+UTILITY+13%2C+ELDORADO+TO+MCGEHEE%2C+ARKANSAS.&rft.title=I-69+SECTION+OF+INDEPENDENT+UTILITY+13%2C+ELDORADO+TO+MCGEHEE%2C+ARKANSAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36412869; 13279 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412869?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part 1 of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36391246; 13279-080045_0001 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - 1 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36391246?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part 16 of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36391244; 13279-080045_0016 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - 16 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36391244?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-09-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COUNCIL+BLUFFS+INTERSTATE+SYSTEM+IMPROVEMETNS+PROJECT%2C+POTTAWATTAMIE+COUNTY%2C+IOWA+AND+DOUGLAS+COUNTY%2C+NEBRASKA+%28PROJECT+NUMBER+IM-029-3%2862%2954-13-78%29.&rft.title=COUNCIL+BLUFFS+INTERSTATE+SYSTEM+IMPROVEMETNS+PROJECT%2C+POTTAWATTAMIE+COUNTY%2C+IOWA+AND+DOUGLAS+COUNTY%2C+NEBRASKA+%28PROJECT+NUMBER+IM-029-3%2862%2954-13-78%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part 14 of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36391133; 13279-080045_0014 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - 14 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36391133?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 3 of 6] T2 - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. AN - 36390974; 13278-080044_0003 AB - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon to the Confederated Tribes of the Warm Springs Reservation of Oregon is proposed to allow the tribal trust to develop a resort and casino. The tribe faces serious financial difficulties caused by steadily declining tribal revenues and shrinking tribal budgets against a backdrop of a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks; the entire 60-acre site would lie within the port. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles via a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue casino operations at its Kah-Nee-Ta Casino. The other two action alternatives under consideration are 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26 POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs by 2011 and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust-and-fee lands, which within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 080044, Volume 1--680 pages, Volume 2--599 pages, February 5, 2008 PY - 2008 VL - 3 KW - Land Use KW - Air Quality Assessments KW - Birds KW - Conservation KW - Easements KW - Employment KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Historic Sites KW - Hotels KW - Industrial Parks KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Property Disposition KW - Resorts KW - Rivers KW - Scenic Areas KW - Socioeconomic Assessments KW - Visual Resources KW - Wildlife Surveys KW - Columbia River Gorge National Scenic Area KW - Oregon KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36390974?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=S&rft.date=2005-09-01&rft.volume=81&rft.issue=1&rft.spage=15&rft.isbn=&rft.btitle=&rft.title=Engineering+Geology&rft.issn=00137952&rft_id=info:doi/10.1016%2Fj.enggeo.2005.06.007 LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part 3 of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36390947; 13279-080045_0003 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - 3 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36390947?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part 17 of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36382323; 13279-080045_0017 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - 17 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382323?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part 5 of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36382253; 13279-080045_0005 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - 5 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382253?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part 9 of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36382241; 13279-080045_0009 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - 9 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382241?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 2 of 6] T2 - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. AN - 36382171; 13278-080044_0002 AB - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon to the Confederated Tribes of the Warm Springs Reservation of Oregon is proposed to allow the tribal trust to develop a resort and casino. The tribe faces serious financial difficulties caused by steadily declining tribal revenues and shrinking tribal budgets against a backdrop of a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks; the entire 60-acre site would lie within the port. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles via a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue casino operations at its Kah-Nee-Ta Casino. The other two action alternatives under consideration are 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26 POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs by 2011 and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust-and-fee lands, which within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 080044, Volume 1--680 pages, Volume 2--599 pages, February 5, 2008 PY - 2008 VL - 2 KW - Land Use KW - Air Quality Assessments KW - Birds KW - Conservation KW - Easements KW - Employment KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Historic Sites KW - Hotels KW - Industrial Parks KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Property Disposition KW - Resorts KW - Rivers KW - Scenic Areas KW - Socioeconomic Assessments KW - Visual Resources KW - Wildlife Surveys KW - Columbia River Gorge National Scenic Area KW - Oregon KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382171?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-09-01&rft.volume=37&rft.issue=5&rft.spage=910&rft.isbn=&rft.btitle=&rft.title=Accident+Analysis+%26+Prevention&rft.issn=00014575&rft_id=info:doi/10.1016%2Fj.aap.2005.04.009 LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 6 of 6] T2 - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. AN - 36382130; 13278-080044_0006 AB - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon to the Confederated Tribes of the Warm Springs Reservation of Oregon is proposed to allow the tribal trust to develop a resort and casino. The tribe faces serious financial difficulties caused by steadily declining tribal revenues and shrinking tribal budgets against a backdrop of a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks; the entire 60-acre site would lie within the port. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles via a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue casino operations at its Kah-Nee-Ta Casino. The other two action alternatives under consideration are 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26 POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs by 2011 and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust-and-fee lands, which within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 080044, Volume 1--680 pages, Volume 2--599 pages, February 5, 2008 PY - 2008 VL - 6 KW - Land Use KW - Air Quality Assessments KW - Birds KW - Conservation KW - Easements KW - Employment KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Historic Sites KW - Hotels KW - Industrial Parks KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Property Disposition KW - Resorts KW - Rivers KW - Scenic Areas KW - Socioeconomic Assessments KW - Visual Resources KW - Wildlife Surveys KW - Columbia River Gorge National Scenic Area KW - Oregon KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382130?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 4 of 6] T2 - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. AN - 36382055; 13278-080044_0004 AB - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon to the Confederated Tribes of the Warm Springs Reservation of Oregon is proposed to allow the tribal trust to develop a resort and casino. The tribe faces serious financial difficulties caused by steadily declining tribal revenues and shrinking tribal budgets against a backdrop of a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks; the entire 60-acre site would lie within the port. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles via a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue casino operations at its Kah-Nee-Ta Casino. The other two action alternatives under consideration are 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26 POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs by 2011 and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust-and-fee lands, which within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 080044, Volume 1--680 pages, Volume 2--599 pages, February 5, 2008 PY - 2008 VL - 4 KW - Land Use KW - Air Quality Assessments KW - Birds KW - Conservation KW - Easements KW - Employment KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Historic Sites KW - Hotels KW - Industrial Parks KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Property Disposition KW - Resorts KW - Rivers KW - Scenic Areas KW - Socioeconomic Assessments KW - Visual Resources KW - Wildlife Surveys KW - Columbia River Gorge National Scenic Area KW - Oregon KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382055?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part 6 of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36381919; 13279-080045_0006 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - 6 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381919?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part 13 of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36381796; 13279-080045_0013 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - 13 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381796?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part 11 of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36381696; 13279-080045_0011 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - 11 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381696?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part 2 of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36381675; 13279-080045_0002 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - 2 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381675?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part 7 of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36381347; 13279-080045_0007 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - 7 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381347?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 1 of 6] T2 - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. AN - 36381274; 13278-080044_0001 AB - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon to the Confederated Tribes of the Warm Springs Reservation of Oregon is proposed to allow the tribal trust to develop a resort and casino. The tribe faces serious financial difficulties caused by steadily declining tribal revenues and shrinking tribal budgets against a backdrop of a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks; the entire 60-acre site would lie within the port. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles via a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue casino operations at its Kah-Nee-Ta Casino. The other two action alternatives under consideration are 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26 POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs by 2011 and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust-and-fee lands, which within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 080044, Volume 1--680 pages, Volume 2--599 pages, February 5, 2008 PY - 2008 VL - 1 KW - Land Use KW - Air Quality Assessments KW - Birds KW - Conservation KW - Easements KW - Employment KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Historic Sites KW - Hotels KW - Industrial Parks KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Property Disposition KW - Resorts KW - Rivers KW - Scenic Areas KW - Socioeconomic Assessments KW - Visual Resources KW - Wildlife Surveys KW - Columbia River Gorge National Scenic Area KW - Oregon KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381274?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part 15 of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36381194; 13279-080045_0015 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - 15 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381194?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.title=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part 12 of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36381115; 13279-080045_0012 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - 12 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381115?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 5 of 6] T2 - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. AN - 36381067; 13278-080044_0005 AB - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon to the Confederated Tribes of the Warm Springs Reservation of Oregon is proposed to allow the tribal trust to develop a resort and casino. The tribe faces serious financial difficulties caused by steadily declining tribal revenues and shrinking tribal budgets against a backdrop of a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks; the entire 60-acre site would lie within the port. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles via a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue casino operations at its Kah-Nee-Ta Casino. The other two action alternatives under consideration are 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26 POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs by 2011 and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust-and-fee lands, which within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 080044, Volume 1--680 pages, Volume 2--599 pages, February 5, 2008 PY - 2008 VL - 5 KW - Land Use KW - Air Quality Assessments KW - Birds KW - Conservation KW - Easements KW - Employment KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Historic Sites KW - Hotels KW - Industrial Parks KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Property Disposition KW - Resorts KW - Rivers KW - Scenic Areas KW - Socioeconomic Assessments KW - Visual Resources KW - Wildlife Surveys KW - Columbia River Gorge National Scenic Area KW - Oregon KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381067?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080045/080045_0010.txt of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36379922; 13279-080045_0010 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080045/080045_0010.txt KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379922?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part 8 of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36379837; 13279-080045_0008 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - 8 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379837?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. [Part 4 of 17] T2 - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MATERA, MADERA COUNTY, CALIFORNIA. AN - 36379676; 13279-080045_0004 AB - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and the associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds for project development and operation. The tribe has no sustained revenue stream that could be used for capital investment and to be provide assistance to disadvantaged tribal members, which rely heavily on federal and state government social service. five alternatives, including a No Action Alternative (Alternative E), are considered in this draft EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces with a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing an augmented revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland soils a t the site. The resort would be located entirely within a 100-yera floodplain, reducing floodplain storage capacity. Groundwater immediately below of site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site itself would result in increased pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands The demand for public services would increase significantly, placing stress of available infrastructure; this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). JF - EPA number: 080045, Draft EIS (Volume I)--877 pages and maps, Appendices (Volume II)-1,365 pages, Appendices (Volume III)-387 pages, Appendices (Volume IV)-863 pages and maps, February 5, 2008 PY - 2008 VL - 4 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Hotels KW - Land Acquisitions KW - Parking KW - Property Disposition KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Vegetation Surveys KW - Wastewater KW - Water Quality Assessments KW - Wells KW - Wetlands KW - California KW - Indian Gaming Regulatory Act, Compliance KW - Indian Self-Determination and Education Assistance Act, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379676?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MATERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento California; DOI N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 5, 2008 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Landscape modification by late-Holocene cirque glaciation in the Sierra Nevada and north Cascades AN - 50458780; 2009-076362 AB - Holocene cirque glaciers are significant geomorphic agents in high alpine regions of the western U.S., yet their effects on sediment production are largely unstudied. We attempt to constrain the erosion rates of two small glaciers in the Palisades (Sierra Nevada, CA) and the Enchantment Lakes (North Cascades, WA) by estimating rock flour production from lake coring and moraine mass from surface maps. Palisade Glacier is the largest extent glacier in the Sierra Nevada; a detailed lake coring study of the rock-flour outflow from the glacier demonstrates that it first formed in the Holocene about 3200 cal yr B.P., then progressively grew through time, reaching maxima at approximately 2200, 1600, 700, and 200 cal yr. B.P. The last maximum was the largest advance of the Holocene, roughly coincident with the global Little Ice Age maximum. First-order estimates of sediment volume in the three paternoster tarns based on the core records indicate they contain roughly 72,000-96,000 m (super 3) of Holocene rock flour from the glacier. Assuming a density of 1250 kg m (super -3) , this silt represents the equivalent of approximately 33,000-44,000 m (super 3) of granite eroded from the cirque. Averaged over the glacierized area, this would amount to approximately 2.1-3.3 cm of surface lowering during the Holocene. The Neoglacial moraine, although voluminous, is largely ice-cored, and most debris in it appears to have originated as rockfall from the cirque headwall, and thus primarily represents headwall retreat rather than direct glacier erosion. In the Enchantment Lakes basin, WA, sediment coring indicates glaciers there also formed approximately 3200 cal yr. B.P., and culminated in the last approximately 200 yrs. Estimates of sediments in six paternoster lakes suggest a total of approximately 70,000-100,000 m (super 3) of Holocene rock flour, mostly from the Snow Creek Glacier. Averaged over the glacierized area, this amounts to approximately 2.9-4.1 cm of surface lowering. These findings represent a first cut at quantifying erosional effects of Holocene cirque glaciers in the western U.S. JF - Abstracts with Programs - Geological Society of America AU - Clark, Douglas H AU - Bowerman, Nicole AU - Bilderback, Eric AU - Burns, Scott F AU - Middleton, Larry T AU - Metcalf, Rodney V Y1 - 2008/02// PY - 2008 DA - February 2008 SP - 100 PB - Geological Society of America (GSA), Boulder, CO VL - 40 IS - 1 SN - 0016-7592, 0016-7592 KW - United States KW - Sierra Nevada KW - processes KW - Washington KW - Quaternary KW - glaciation KW - landform evolution KW - Palisade Glacier KW - glaciers KW - glacial features KW - Holocene KW - Cenozoic KW - Cascade Range KW - California KW - Neoglacial KW - upper Holocene KW - cirques KW - Enchantment Lakes basin KW - 24:Quaternary geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50458780?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Landscape+modification+by+late-Holocene+cirque+glaciation+in+the+Sierra+Nevada+and+north+Cascades&rft.au=Clark%2C+Douglas+H%3BBowerman%2C+Nicole%3BBilderback%2C+Eric%3BBurns%2C+Scott+F%3BMiddleton%2C+Larry+T%3BMetcalf%2C+Rodney+V&rft.aulast=Clark&rft.aufirst=Douglas&rft.date=2008-02-01&rft.volume=40&rft.issue=1&rft.spage=100&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Cordilleran Section, 104th annual meeting; Geological Society of America, Rocky Mountain Section, 60th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2009-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - California; Cascade Range; Cenozoic; cirques; Enchantment Lakes basin; glacial features; glaciation; glaciers; Holocene; landform evolution; Neoglacial; Palisade Glacier; processes; Quaternary; Sierra Nevada; United States; upper Holocene; Washington ER - TY - RPRT T1 - LAHAINA SMALL BOAT HARBOR FERRY PIER IMPROVEMENTS, ISLAND OF LANA'I, HAWAII. AN - 36409787; 13277 AB - PURPOSE: The construction and operation of a new inter-island ferry pier approximately 60 feet north of the existing pier at Lahaina Small Boat Harbor on Lana'i, Hawaii are proposed. The state of Hawaii recognizes that the existing commuter ferry operations from the islands of Lana'i and Moloka'i to the island of Maui are vital to the economic and social well-being of the County of Maui and to the state. Since the terrorists attacks on the eastern Continental United Status of September 1, 2001, air travel from Maui to the smaller islands has been severely cut back. The declining level of air service connecting the three islands, coupled with the increased travel times and fares, has increased demand for ferry services, and this demand is expected to increase. Hence, the state has proposed the addition of ferry and related harbor capacity, a proposal of which the pier project at hand is a part. Four alternatives, including a No Action Alternative (Alternative 4), are considered in this draft EIS. The proposed pier (Alternative 1), which would be an independent structure built on piles, would extend 115 feet and have a width of 35 feet. The structure would be able to accommodate approximately 100 passengers. A low-rise, open-sided structure on the deck of the new pier would provide shade and shelter for pier users. Ancillary action would include dredging to widen the entrance channel and berthing area to the north of the new pier; construction of two sewage pump out stations; construction of a concrete pedestrian walkway measuring 16 feet by 60 feet to connect the existing pier with the new pier; replacement of the existing administrative office and ferry ticket booth; improvements to the passenger loading and drop off area; relocation and expansion of onsite parking stalls; sidewalk expansion along the northwestern portion of Hotel Street; and resurfacing of a portion of Wharf Street. Alternatives 2 or 3 would provide for an attached, rather than independent, pile-supported pier and a single-story, rather than two-story, shade structure. Depending on the action alternative chosen, estimated cost of the project ranges from $7.7 million to $8.8 million POSITIVE IMPACTS: Increasing the capacity of inter-island ferry services would provide a reasonably priced means for residents of, and visitors to, the islands to move easily from one to another. The availability of inexpensive, reasonably expeditious transportation services would increase inter-island social solidarity and maintain important economic ties. NEGATIVE IMPACTS: Depending on the action alternative selected, the new structures would obstruct the view of the historic seawall and/or some ocean views. The project would encroach on a state administered conservation district and the Lahaina Historic District, the latter being listed in the State and National Register of Historic Places. Approximately 2,720 square feet of coral reef flat would be dredged and replaced by sand habitat. Dredging would also affect essential fish habitat within the harbor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 080043, 452 pages, February 1, 2008 PY - 2008 KW - Land Use KW - Biologic Surveys KW - Corals KW - Dredging KW - Ferries KW - Fish KW - Fisheries Surveys KW - Harbor Improvements KW - Harbor Structures KW - Historic Districts KW - Islands KW - Parking KW - Pumping Plants KW - Roads KW - Reefs KW - Section 4(f) Statements KW - Sewage Disposal KW - Site Planning KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wildlife Surveys KW - Hawaii KW - Lana'i KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Districts UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36409787?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LAHAINA+SMALL+BOAT+HARBOR+FERRY+PIER+IMPROVEMENTS%2C+ISLAND+OF+LANA%27I%2C+HAWAII.&rft.title=LAHAINA+SMALL+BOAT+HARBOR+FERRY+PIER+IMPROVEMENTS%2C+ISLAND+OF+LANA%27I%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 1, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LAHAINA SMALL BOAT HARBOR FERRY PIER IMPROVEMENTS, ISLAND OF LANA'I, HAWAII. [Part 2 of 2] T2 - LAHAINA SMALL BOAT HARBOR FERRY PIER IMPROVEMENTS, ISLAND OF LANA'I, HAWAII. AN - 36391456; 13277-080043_0002 AB - PURPOSE: The construction and operation of a new inter-island ferry pier approximately 60 feet north of the existing pier at Lahaina Small Boat Harbor on Lana'i, Hawaii are proposed. The state of Hawaii recognizes that the existing commuter ferry operations from the islands of Lana'i and Moloka'i to the island of Maui are vital to the economic and social well-being of the County of Maui and to the state. Since the terrorists attacks on the eastern Continental United Status of September 1, 2001, air travel from Maui to the smaller islands has been severely cut back. The declining level of air service connecting the three islands, coupled with the increased travel times and fares, has increased demand for ferry services, and this demand is expected to increase. Hence, the state has proposed the addition of ferry and related harbor capacity, a proposal of which the pier project at hand is a part. Four alternatives, including a No Action Alternative (Alternative 4), are considered in this draft EIS. The proposed pier (Alternative 1), which would be an independent structure built on piles, would extend 115 feet and have a width of 35 feet. The structure would be able to accommodate approximately 100 passengers. A low-rise, open-sided structure on the deck of the new pier would provide shade and shelter for pier users. Ancillary action would include dredging to widen the entrance channel and berthing area to the north of the new pier; construction of two sewage pump out stations; construction of a concrete pedestrian walkway measuring 16 feet by 60 feet to connect the existing pier with the new pier; replacement of the existing administrative office and ferry ticket booth; improvements to the passenger loading and drop off area; relocation and expansion of onsite parking stalls; sidewalk expansion along the northwestern portion of Hotel Street; and resurfacing of a portion of Wharf Street. Alternatives 2 or 3 would provide for an attached, rather than independent, pile-supported pier and a single-story, rather than two-story, shade structure. Depending on the action alternative chosen, estimated cost of the project ranges from $7.7 million to $8.8 million POSITIVE IMPACTS: Increasing the capacity of inter-island ferry services would provide a reasonably priced means for residents of, and visitors to, the islands to move easily from one to another. The availability of inexpensive, reasonably expeditious transportation services would increase inter-island social solidarity and maintain important economic ties. NEGATIVE IMPACTS: Depending on the action alternative selected, the new structures would obstruct the view of the historic seawall and/or some ocean views. The project would encroach on a state administered conservation district and the Lahaina Historic District, the latter being listed in the State and National Register of Historic Places. Approximately 2,720 square feet of coral reef flat would be dredged and replaced by sand habitat. Dredging would also affect essential fish habitat within the harbor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 080043, 452 pages, February 1, 2008 PY - 2008 VL - 2 KW - Land Use KW - Biologic Surveys KW - Corals KW - Dredging KW - Ferries KW - Fish KW - Fisheries Surveys KW - Harbor Improvements KW - Harbor Structures KW - Historic Districts KW - Islands KW - Parking KW - Pumping Plants KW - Roads KW - Reefs KW - Section 4(f) Statements KW - Sewage Disposal KW - Site Planning KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wildlife Surveys KW - Hawaii KW - Lana'i KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Districts UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36391456?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LAHAINA+SMALL+BOAT+HARBOR+FERRY+PIER+IMPROVEMENTS%2C+ISLAND+OF+LANA%27I%2C+HAWAII.&rft.title=LAHAINA+SMALL+BOAT+HARBOR+FERRY+PIER+IMPROVEMENTS%2C+ISLAND+OF+LANA%27I%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 1, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LAHAINA SMALL BOAT HARBOR FERRY PIER IMPROVEMENTS, ISLAND OF LANA'I, HAWAII. [Part 1 of 2] T2 - LAHAINA SMALL BOAT HARBOR FERRY PIER IMPROVEMENTS, ISLAND OF LANA'I, HAWAII. AN - 36382189; 13277-080043_0001 AB - PURPOSE: The construction and operation of a new inter-island ferry pier approximately 60 feet north of the existing pier at Lahaina Small Boat Harbor on Lana'i, Hawaii are proposed. The state of Hawaii recognizes that the existing commuter ferry operations from the islands of Lana'i and Moloka'i to the island of Maui are vital to the economic and social well-being of the County of Maui and to the state. Since the terrorists attacks on the eastern Continental United Status of September 1, 2001, air travel from Maui to the smaller islands has been severely cut back. The declining level of air service connecting the three islands, coupled with the increased travel times and fares, has increased demand for ferry services, and this demand is expected to increase. Hence, the state has proposed the addition of ferry and related harbor capacity, a proposal of which the pier project at hand is a part. Four alternatives, including a No Action Alternative (Alternative 4), are considered in this draft EIS. The proposed pier (Alternative 1), which would be an independent structure built on piles, would extend 115 feet and have a width of 35 feet. The structure would be able to accommodate approximately 100 passengers. A low-rise, open-sided structure on the deck of the new pier would provide shade and shelter for pier users. Ancillary action would include dredging to widen the entrance channel and berthing area to the north of the new pier; construction of two sewage pump out stations; construction of a concrete pedestrian walkway measuring 16 feet by 60 feet to connect the existing pier with the new pier; replacement of the existing administrative office and ferry ticket booth; improvements to the passenger loading and drop off area; relocation and expansion of onsite parking stalls; sidewalk expansion along the northwestern portion of Hotel Street; and resurfacing of a portion of Wharf Street. Alternatives 2 or 3 would provide for an attached, rather than independent, pile-supported pier and a single-story, rather than two-story, shade structure. Depending on the action alternative chosen, estimated cost of the project ranges from $7.7 million to $8.8 million POSITIVE IMPACTS: Increasing the capacity of inter-island ferry services would provide a reasonably priced means for residents of, and visitors to, the islands to move easily from one to another. The availability of inexpensive, reasonably expeditious transportation services would increase inter-island social solidarity and maintain important economic ties. NEGATIVE IMPACTS: Depending on the action alternative selected, the new structures would obstruct the view of the historic seawall and/or some ocean views. The project would encroach on a state administered conservation district and the Lahaina Historic District, the latter being listed in the State and National Register of Historic Places. Approximately 2,720 square feet of coral reef flat would be dredged and replaced by sand habitat. Dredging would also affect essential fish habitat within the harbor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 080043, 452 pages, February 1, 2008 PY - 2008 VL - 1 KW - Land Use KW - Biologic Surveys KW - Corals KW - Dredging KW - Ferries KW - Fish KW - Fisheries Surveys KW - Harbor Improvements KW - Harbor Structures KW - Historic Districts KW - Islands KW - Parking KW - Pumping Plants KW - Roads KW - Reefs KW - Section 4(f) Statements KW - Sewage Disposal KW - Site Planning KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wildlife Surveys KW - Hawaii KW - Lana'i KW - Department of Transportation Act of 1966, Historic Districts KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Districts UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382189?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LAHAINA+SMALL+BOAT+HARBOR+FERRY+PIER+IMPROVEMENTS%2C+ISLAND+OF+LANA%27I%2C+HAWAII.&rft.title=LAHAINA+SMALL+BOAT+HARBOR+FERRY+PIER+IMPROVEMENTS%2C+ISLAND+OF+LANA%27I%2C+HAWAII.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: February 1, 2008 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Regional Demonstrations of the FHWA Clarus System T2 - 24th Conference on International Interactive Information and Processing Systems for Meteorology, Oceanography, and Hydrology (IIPS 2008) AN - 40742987; 4769836 JF - 24th Conference on International Interactive Information and Processing Systems for Meteorology, Oceanography, and Hydrology (IIPS 2008) AU - Pisano, Paul A AU - Kennedy, P J AU - Boyce, B C AU - Stern, A D Y1 - 2008/01/20/ PY - 2008 DA - 2008 Jan 20 KW - Transportation KW - Weather KW - U 4300:Environmental Science UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40742987?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=24th+Conference+on+International+Interactive+Information+and+Processing+Systems+for+Meteorology%2C+Oceanography%2C+and+Hydrology+%28IIPS+2008%29&rft.atitle=Regional+Demonstrations+of+the+FHWA+Clarus+System&rft.au=Pisano%2C+Paul+A%3BKennedy%2C+P+J%3BBoyce%2C+B+C%3BStern%2C+A+D&rft.aulast=Pisano&rft.aufirst=Paul&rft.date=2008-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=24th+Conference+on+International+Interactive+Information+and+Processing+Systems+for+Meteorology%2C+Oceanography%2C+and+Hydrology+%28IIPS+2008%29&rft.issn=&rft_id=info:doi/ L2 - http://ams.confex.com/ams/88Annual/techprogram/programexpanded_436.htm LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-27 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - U.S. Highway Crashes in Adverse Road Weather Conditions T2 - 24th Conference on International Interactive Information and Processing Systems for Meteorology, Oceanography, and Hydrology (IIPS 2008) AN - 40740292; 4769833 JF - 24th Conference on International Interactive Information and Processing Systems for Meteorology, Oceanography, and Hydrology (IIPS 2008) AU - Pisano, Paul A AU - Goodwin, L C AU - Rossetti, M A Y1 - 2008/01/20/ PY - 2008 DA - 2008 Jan 20 KW - USA KW - Weather KW - Highways KW - U 4300:Environmental Science UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40740292?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=24th+Conference+on+International+Interactive+Information+and+Processing+Systems+for+Meteorology%2C+Oceanography%2C+and+Hydrology+%28IIPS+2008%29&rft.atitle=U.S.+Highway+Crashes+in+Adverse+Road+Weather+Conditions&rft.au=Pisano%2C+Paul+A%3BGoodwin%2C+L+C%3BRossetti%2C+M+A&rft.aulast=Pisano&rft.aufirst=Paul&rft.date=2008-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=24th+Conference+on+International+Interactive+Information+and+Processing+Systems+for+Meteorology%2C+Oceanography%2C+and+Hydrology+%28IIPS+2008%29&rft.issn=&rft_id=info:doi/ L2 - http://ams.confex.com/ams/88Annual/techprogram/programexpanded_436.htm LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-27 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - NORTHWEST CORRIDOR LIGHT RAIL TRANSIT LINE TO IRVING AND DFW AIRPORT IN DALLAS COUNTY, TEXAS. [Part 4 of 5] T2 - NORTHWEST CORRIDOR LIGHT RAIL TRANSIT LINE TO IRVING AND DFW AIRPORT IN DALLAS COUNTY, TEXAS. AN - 36390513; 13127-080025_0004 AB - PURPOSE: The construction and operation of the Northwest Corridor Light Rail Transit (LRT) Line to Irving and Dallas/Fort Worth International Airport in Dallas County, Texas are proposed. The 9.3-mile LRT project would extend from the Dallas Rapid Transit (DART) LRT line to Farmers Branch and Carrollton in Dallas to near Belt Line Roadway and Valley View Lane in Irving. Current a project travel patterns, levels of roadway congestion, and population and employment growth in the corridor call for the availability of an LRT alternative to automobile travel. The project at hand is included in the third phase of planning for the expansion of DART's LRT system. The initial phase included the 20-mile LRT Starter System that that opened in 1996. The second phase involve the extensions along the North Central LRT Line to Richardson and Plano that were completed in late 2003 and the Northeast Line to Garland that was completed in late 2002. The third phase would involve the Northwest Corridor to Farmers Branch and Carrollton and the Southeast Corridor both of which are in the final design stage, as well as the Northwest LRT Line to Irving/Dallas Fort Worth Airport. The currently proposed LRT would parallel State Highway (SH) 114 (Carpenter Freeway) from a junction with the Farmers Branch/Carrollton Line north of Bachman Station to the vicinity of Belt Line Road and Valley View Lane in Irving. Eight stations would provide access to the LRT line, but two of these stations, to be located at Loop 12 and South Las Colinas, would be deferred. The corridor would be linked at the south end via Farmers Branch/Carrollton Line to the Dallas Central Business District. Activity centers along the corridor would include Texas Stadium, the University of Dallas, Las Colinas, North Lake College , and the airport. The LRT line would branch off to Farmers Branch and Carrollton at Bachman Station and parallel several highways, including Spur 482 and SH 114 as it made its way through Irving to the airport. The branch LRT line would be accessed by stations located at the University of Dallas, Lake Carolyn, North Las Colinas, Carpenter Ranch, North Lake College, and Belt Line Road. Parking would be provided at four of these six stations, for a total of 1,800 parking spaces. Bus access would be provided to all stations throughout the system. In addition to the proposed action, a No Action Alternative is considered in this draft EIS. POSITIVE IMPACTS: The project would provide connections to major activity centers, employment centers, community resources, and other regional transit services provided by DART. Mobility in the corridor would be enhanced as congestion would be decreased. Provision of an alternative to single-vehicle automobile travel would reduce noise and air pollutant levels regionally. NEGATIVE IMPACTS: Rights-of-way development at the new stations and along the LRT line would require acquisition of 29.2 and 48.7 acres, respectively, resulting in the displacement of two businesses. The line would cross 58 streets and one railway line; two of the street crossings would result in road relocations and six streets would be closed. Moderate noise increases would be experienced by residents of 216 multi-family units. Elevated structures would mar visual aesthetics at North Lake College. The LRT line would encroach on Trinity River Elm Fork Greenbelt (L.B. Houston Park) and airport property. Construction workers would encounter up to 69 hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aviation Act of 1958 (49 U.S.C. App. 47107(a)16), Federal Transit Law (49 U.S.C. 5301 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), National Historic Preservation Act of 1966 (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: 080025, Draft EIS--571 pages, Plan and Profile Drawings--176 pages (oversized, January 16, 2008 PY - 2008 VL - 4 KW - Roads and Railroads KW - Airports KW - Air Quality KW - Hazardous Wastes KW - Impact Assessment Methodology KW - Noise KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Texas KW - Department of Transportation Act of 1966, Parks KW - Federal Aviation Act of 1958, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36390513?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.title=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 16, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTHWEST CORRIDOR LIGHT RAIL TRANSIT LINE TO IRVING AND DFW AIRPORT IN DALLAS COUNTY, TEXAS. [Part 1 of 5] T2 - NORTHWEST CORRIDOR LIGHT RAIL TRANSIT LINE TO IRVING AND DFW AIRPORT IN DALLAS COUNTY, TEXAS. AN - 36381382; 13127-080025_0001 AB - PURPOSE: The construction and operation of the Northwest Corridor Light Rail Transit (LRT) Line to Irving and Dallas/Fort Worth International Airport in Dallas County, Texas are proposed. The 9.3-mile LRT project would extend from the Dallas Rapid Transit (DART) LRT line to Farmers Branch and Carrollton in Dallas to near Belt Line Roadway and Valley View Lane in Irving. Current a project travel patterns, levels of roadway congestion, and population and employment growth in the corridor call for the availability of an LRT alternative to automobile travel. The project at hand is included in the third phase of planning for the expansion of DART's LRT system. The initial phase included the 20-mile LRT Starter System that that opened in 1996. The second phase involve the extensions along the North Central LRT Line to Richardson and Plano that were completed in late 2003 and the Northeast Line to Garland that was completed in late 2002. The third phase would involve the Northwest Corridor to Farmers Branch and Carrollton and the Southeast Corridor both of which are in the final design stage, as well as the Northwest LRT Line to Irving/Dallas Fort Worth Airport. The currently proposed LRT would parallel State Highway (SH) 114 (Carpenter Freeway) from a junction with the Farmers Branch/Carrollton Line north of Bachman Station to the vicinity of Belt Line Road and Valley View Lane in Irving. Eight stations would provide access to the LRT line, but two of these stations, to be located at Loop 12 and South Las Colinas, would be deferred. The corridor would be linked at the south end via Farmers Branch/Carrollton Line to the Dallas Central Business District. Activity centers along the corridor would include Texas Stadium, the University of Dallas, Las Colinas, North Lake College , and the airport. The LRT line would branch off to Farmers Branch and Carrollton at Bachman Station and parallel several highways, including Spur 482 and SH 114 as it made its way through Irving to the airport. The branch LRT line would be accessed by stations located at the University of Dallas, Lake Carolyn, North Las Colinas, Carpenter Ranch, North Lake College, and Belt Line Road. Parking would be provided at four of these six stations, for a total of 1,800 parking spaces. Bus access would be provided to all stations throughout the system. In addition to the proposed action, a No Action Alternative is considered in this draft EIS. POSITIVE IMPACTS: The project would provide connections to major activity centers, employment centers, community resources, and other regional transit services provided by DART. Mobility in the corridor would be enhanced as congestion would be decreased. Provision of an alternative to single-vehicle automobile travel would reduce noise and air pollutant levels regionally. NEGATIVE IMPACTS: Rights-of-way development at the new stations and along the LRT line would require acquisition of 29.2 and 48.7 acres, respectively, resulting in the displacement of two businesses. The line would cross 58 streets and one railway line; two of the street crossings would result in road relocations and six streets would be closed. Moderate noise increases would be experienced by residents of 216 multi-family units. Elevated structures would mar visual aesthetics at North Lake College. The LRT line would encroach on Trinity River Elm Fork Greenbelt (L.B. Houston Park) and airport property. Construction workers would encounter up to 69 hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aviation Act of 1958 (49 U.S.C. App. 47107(a)16), Federal Transit Law (49 U.S.C. 5301 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), National Historic Preservation Act of 1966 (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: 080025, Draft EIS--571 pages, Plan and Profile Drawings--176 pages (oversized, January 16, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Airports KW - Air Quality KW - Hazardous Wastes KW - Impact Assessment Methodology KW - Noise KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Texas KW - Department of Transportation Act of 1966, Parks KW - Federal Aviation Act of 1958, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381382?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHWEST+CORRIDOR+LIGHT+RAIL+TRANSIT+LINE+TO+IRVING+AND+DFW+AIRPORT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=NORTHWEST+CORRIDOR+LIGHT+RAIL+TRANSIT+LINE+TO+IRVING+AND+DFW+AIRPORT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 16, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTHWEST CORRIDOR LIGHT RAIL TRANSIT LINE TO IRVING AND DFW AIRPORT IN DALLAS COUNTY, TEXAS. [Part 2 of 5] T2 - NORTHWEST CORRIDOR LIGHT RAIL TRANSIT LINE TO IRVING AND DFW AIRPORT IN DALLAS COUNTY, TEXAS. AN - 36380852; 13127-080025_0002 AB - PURPOSE: The construction and operation of the Northwest Corridor Light Rail Transit (LRT) Line to Irving and Dallas/Fort Worth International Airport in Dallas County, Texas are proposed. The 9.3-mile LRT project would extend from the Dallas Rapid Transit (DART) LRT line to Farmers Branch and Carrollton in Dallas to near Belt Line Roadway and Valley View Lane in Irving. Current a project travel patterns, levels of roadway congestion, and population and employment growth in the corridor call for the availability of an LRT alternative to automobile travel. The project at hand is included in the third phase of planning for the expansion of DART's LRT system. The initial phase included the 20-mile LRT Starter System that that opened in 1996. The second phase involve the extensions along the North Central LRT Line to Richardson and Plano that were completed in late 2003 and the Northeast Line to Garland that was completed in late 2002. The third phase would involve the Northwest Corridor to Farmers Branch and Carrollton and the Southeast Corridor both of which are in the final design stage, as well as the Northwest LRT Line to Irving/Dallas Fort Worth Airport. The currently proposed LRT would parallel State Highway (SH) 114 (Carpenter Freeway) from a junction with the Farmers Branch/Carrollton Line north of Bachman Station to the vicinity of Belt Line Road and Valley View Lane in Irving. Eight stations would provide access to the LRT line, but two of these stations, to be located at Loop 12 and South Las Colinas, would be deferred. The corridor would be linked at the south end via Farmers Branch/Carrollton Line to the Dallas Central Business District. Activity centers along the corridor would include Texas Stadium, the University of Dallas, Las Colinas, North Lake College , and the airport. The LRT line would branch off to Farmers Branch and Carrollton at Bachman Station and parallel several highways, including Spur 482 and SH 114 as it made its way through Irving to the airport. The branch LRT line would be accessed by stations located at the University of Dallas, Lake Carolyn, North Las Colinas, Carpenter Ranch, North Lake College, and Belt Line Road. Parking would be provided at four of these six stations, for a total of 1,800 parking spaces. Bus access would be provided to all stations throughout the system. In addition to the proposed action, a No Action Alternative is considered in this draft EIS. POSITIVE IMPACTS: The project would provide connections to major activity centers, employment centers, community resources, and other regional transit services provided by DART. Mobility in the corridor would be enhanced as congestion would be decreased. Provision of an alternative to single-vehicle automobile travel would reduce noise and air pollutant levels regionally. NEGATIVE IMPACTS: Rights-of-way development at the new stations and along the LRT line would require acquisition of 29.2 and 48.7 acres, respectively, resulting in the displacement of two businesses. The line would cross 58 streets and one railway line; two of the street crossings would result in road relocations and six streets would be closed. Moderate noise increases would be experienced by residents of 216 multi-family units. Elevated structures would mar visual aesthetics at North Lake College. The LRT line would encroach on Trinity River Elm Fork Greenbelt (L.B. Houston Park) and airport property. Construction workers would encounter up to 69 hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aviation Act of 1958 (49 U.S.C. App. 47107(a)16), Federal Transit Law (49 U.S.C. 5301 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), National Historic Preservation Act of 1966 (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: 080025, Draft EIS--571 pages, Plan and Profile Drawings--176 pages (oversized, January 16, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Airports KW - Air Quality KW - Hazardous Wastes KW - Impact Assessment Methodology KW - Noise KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Texas KW - Department of Transportation Act of 1966, Parks KW - Federal Aviation Act of 1958, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380852?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.title=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 16, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTHWEST CORRIDOR LIGHT RAIL TRANSIT LINE TO IRVING AND DFW AIRPORT IN DALLAS COUNTY, TEXAS. [Part 5 of 5] T2 - NORTHWEST CORRIDOR LIGHT RAIL TRANSIT LINE TO IRVING AND DFW AIRPORT IN DALLAS COUNTY, TEXAS. AN - 36380819; 13127-080025_0005 AB - PURPOSE: The construction and operation of the Northwest Corridor Light Rail Transit (LRT) Line to Irving and Dallas/Fort Worth International Airport in Dallas County, Texas are proposed. The 9.3-mile LRT project would extend from the Dallas Rapid Transit (DART) LRT line to Farmers Branch and Carrollton in Dallas to near Belt Line Roadway and Valley View Lane in Irving. Current a project travel patterns, levels of roadway congestion, and population and employment growth in the corridor call for the availability of an LRT alternative to automobile travel. The project at hand is included in the third phase of planning for the expansion of DART's LRT system. The initial phase included the 20-mile LRT Starter System that that opened in 1996. The second phase involve the extensions along the North Central LRT Line to Richardson and Plano that were completed in late 2003 and the Northeast Line to Garland that was completed in late 2002. The third phase would involve the Northwest Corridor to Farmers Branch and Carrollton and the Southeast Corridor both of which are in the final design stage, as well as the Northwest LRT Line to Irving/Dallas Fort Worth Airport. The currently proposed LRT would parallel State Highway (SH) 114 (Carpenter Freeway) from a junction with the Farmers Branch/Carrollton Line north of Bachman Station to the vicinity of Belt Line Road and Valley View Lane in Irving. Eight stations would provide access to the LRT line, but two of these stations, to be located at Loop 12 and South Las Colinas, would be deferred. The corridor would be linked at the south end via Farmers Branch/Carrollton Line to the Dallas Central Business District. Activity centers along the corridor would include Texas Stadium, the University of Dallas, Las Colinas, North Lake College , and the airport. The LRT line would branch off to Farmers Branch and Carrollton at Bachman Station and parallel several highways, including Spur 482 and SH 114 as it made its way through Irving to the airport. The branch LRT line would be accessed by stations located at the University of Dallas, Lake Carolyn, North Las Colinas, Carpenter Ranch, North Lake College, and Belt Line Road. Parking would be provided at four of these six stations, for a total of 1,800 parking spaces. Bus access would be provided to all stations throughout the system. In addition to the proposed action, a No Action Alternative is considered in this draft EIS. POSITIVE IMPACTS: The project would provide connections to major activity centers, employment centers, community resources, and other regional transit services provided by DART. Mobility in the corridor would be enhanced as congestion would be decreased. Provision of an alternative to single-vehicle automobile travel would reduce noise and air pollutant levels regionally. NEGATIVE IMPACTS: Rights-of-way development at the new stations and along the LRT line would require acquisition of 29.2 and 48.7 acres, respectively, resulting in the displacement of two businesses. The line would cross 58 streets and one railway line; two of the street crossings would result in road relocations and six streets would be closed. Moderate noise increases would be experienced by residents of 216 multi-family units. Elevated structures would mar visual aesthetics at North Lake College. The LRT line would encroach on Trinity River Elm Fork Greenbelt (L.B. Houston Park) and airport property. Construction workers would encounter up to 69 hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aviation Act of 1958 (49 U.S.C. App. 47107(a)16), Federal Transit Law (49 U.S.C. 5301 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), National Historic Preservation Act of 1966 (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: 080025, Draft EIS--571 pages, Plan and Profile Drawings--176 pages (oversized, January 16, 2008 PY - 2008 VL - 5 KW - Roads and Railroads KW - Airports KW - Air Quality KW - Hazardous Wastes KW - Impact Assessment Methodology KW - Noise KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Texas KW - Department of Transportation Act of 1966, Parks KW - Federal Aviation Act of 1958, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380819?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHWEST+CORRIDOR+LIGHT+RAIL+TRANSIT+LINE+TO+IRVING+AND+DFW+AIRPORT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=NORTHWEST+CORRIDOR+LIGHT+RAIL+TRANSIT+LINE+TO+IRVING+AND+DFW+AIRPORT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 16, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTHWEST CORRIDOR LIGHT RAIL TRANSIT LINE TO IRVING AND DFW AIRPORT IN DALLAS COUNTY, TEXAS. [Part 3 of 5] T2 - NORTHWEST CORRIDOR LIGHT RAIL TRANSIT LINE TO IRVING AND DFW AIRPORT IN DALLAS COUNTY, TEXAS. AN - 36380754; 13127-080025_0003 AB - PURPOSE: The construction and operation of the Northwest Corridor Light Rail Transit (LRT) Line to Irving and Dallas/Fort Worth International Airport in Dallas County, Texas are proposed. The 9.3-mile LRT project would extend from the Dallas Rapid Transit (DART) LRT line to Farmers Branch and Carrollton in Dallas to near Belt Line Roadway and Valley View Lane in Irving. Current a project travel patterns, levels of roadway congestion, and population and employment growth in the corridor call for the availability of an LRT alternative to automobile travel. The project at hand is included in the third phase of planning for the expansion of DART's LRT system. The initial phase included the 20-mile LRT Starter System that that opened in 1996. The second phase involve the extensions along the North Central LRT Line to Richardson and Plano that were completed in late 2003 and the Northeast Line to Garland that was completed in late 2002. The third phase would involve the Northwest Corridor to Farmers Branch and Carrollton and the Southeast Corridor both of which are in the final design stage, as well as the Northwest LRT Line to Irving/Dallas Fort Worth Airport. The currently proposed LRT would parallel State Highway (SH) 114 (Carpenter Freeway) from a junction with the Farmers Branch/Carrollton Line north of Bachman Station to the vicinity of Belt Line Road and Valley View Lane in Irving. Eight stations would provide access to the LRT line, but two of these stations, to be located at Loop 12 and South Las Colinas, would be deferred. The corridor would be linked at the south end via Farmers Branch/Carrollton Line to the Dallas Central Business District. Activity centers along the corridor would include Texas Stadium, the University of Dallas, Las Colinas, North Lake College , and the airport. The LRT line would branch off to Farmers Branch and Carrollton at Bachman Station and parallel several highways, including Spur 482 and SH 114 as it made its way through Irving to the airport. The branch LRT line would be accessed by stations located at the University of Dallas, Lake Carolyn, North Las Colinas, Carpenter Ranch, North Lake College, and Belt Line Road. Parking would be provided at four of these six stations, for a total of 1,800 parking spaces. Bus access would be provided to all stations throughout the system. In addition to the proposed action, a No Action Alternative is considered in this draft EIS. POSITIVE IMPACTS: The project would provide connections to major activity centers, employment centers, community resources, and other regional transit services provided by DART. Mobility in the corridor would be enhanced as congestion would be decreased. Provision of an alternative to single-vehicle automobile travel would reduce noise and air pollutant levels regionally. NEGATIVE IMPACTS: Rights-of-way development at the new stations and along the LRT line would require acquisition of 29.2 and 48.7 acres, respectively, resulting in the displacement of two businesses. The line would cross 58 streets and one railway line; two of the street crossings would result in road relocations and six streets would be closed. Moderate noise increases would be experienced by residents of 216 multi-family units. Elevated structures would mar visual aesthetics at North Lake College. The LRT line would encroach on Trinity River Elm Fork Greenbelt (L.B. Houston Park) and airport property. Construction workers would encounter up to 69 hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aviation Act of 1958 (49 U.S.C. App. 47107(a)16), Federal Transit Law (49 U.S.C. 5301 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), National Historic Preservation Act of 1966 (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: 080025, Draft EIS--571 pages, Plan and Profile Drawings--176 pages (oversized, January 16, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Airports KW - Air Quality KW - Hazardous Wastes KW - Impact Assessment Methodology KW - Noise KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Texas KW - Department of Transportation Act of 1966, Parks KW - Federal Aviation Act of 1958, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Act of 1965, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380754?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHWEST+CORRIDOR+LIGHT+RAIL+TRANSIT+LINE+TO+IRVING+AND+DFW+AIRPORT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.title=NORTHWEST+CORRIDOR+LIGHT+RAIL+TRANSIT+LINE+TO+IRVING+AND+DFW+AIRPORT+IN+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 16, 2008 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Monitoring Displays Coupled with Speed Cameras: Effectiveness on Speed Reduction AN - 20492835; 8014291 AB - Speeding is a common behavior of drivers all over the world. Traditional speed-controlling measures fail to reduce speeding effectively. With advances in technology, new devices have been developed for such a purpose, including a speed-monitoring display (SMD) that detects the speed of vehicles and displays it on an electronic board, informing drivers of their current speed. It has been hypothesized that SMDs coupled with speed cameras to catch violators may deter drivers from speeding. This study examined the effectiveness of SMDs with enforcement cameras on speed reduction. Speed data of free-flowing vehicles were collected before and after the SMD and enforcement cameras were installed. Speed data were also collected with the SMD turned off and then on again. The results showed that mean speeds of vehicles were significantly reduced after SMD and camera installation. Even with the SMD turned off, the speed reduction was not significantly affected, but the proportion of speeding vehicles became higher. It was found that the presence of SMDs could alert drivers of enforcement cameras downstream, making speeders adjust their speed to comply with the limit. JF - Journal of the Transportation Research Board AU - Woo, TH AU - Ho, S-M AU - Chen, H-L AD - Department of Transportation, National Chiao Tung University, 1001 University Road, Hsinchu 30010, Taiwan Y1 - 2008/01/14/ PY - 2008 DA - 2008 Jan 14 SP - 30 EP - 36 IS - 2009 KW - speed cameras KW - Health & Safety Science Abstracts KW - Traffic safety KW - Highways KW - Protective equipment KW - Technology KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20492835?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+the+Transportation+Research+Board&rft.atitle=Monitoring+Displays+Coupled+with+Speed+Cameras%3A+Effectiveness+on+Speed+Reduction&rft.au=Woo%2C+TH%3BHo%2C+S-M%3BChen%2C+H-L&rft.aulast=Woo&rft.aufirst=TH&rft.date=2008-01-14&rft.volume=&rft.issue=2009&rft.spage=30&rft.isbn=&rft.btitle=&rft.title=Journal+of+the+Transportation+Research+Board&rft.issn=&rft_id=info:doi/10.3141%2F2009-05 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-02-01 N1 - Last updated - 2015-03-27 N1 - SubjectsTermNotLitGenreText - Traffic safety; Protective equipment; Highways; Technology DO - http://dx.doi.org/10.3141/2009-05 ER - TY - RPRT T1 - STATE ROUTE 11 CORRIDOR LOCATION AND THE OTAY MESA EAST PORT OF ENTRY ON OTAY MESA, SAN DIEGO COUNTY, CALIFORNIA. [Part 3 of 3] T2 - STATE ROUTE 11 CORRIDOR LOCATION AND THE OTAY MESA EAST PORT OF ENTRY ON OTAY MESA, SAN DIEGO COUNTY, CALIFORNIA. AN - 756824588; 13546-080321_0003 AB - PURPOSE: The identification of the locations for the future construction of State Route (SR) 11 and the Otay Mesa East Port of Entry (POE) in San Diego County, California is proposed. Between 1996 and 2006, the number of primary inspections at the existing Otay Mesa POE increased over 80 percent and that volume is expected to climb an additional 50 percent by 2025. Wait times for personal trips average 45 minutes at the POE during peak periods; 10 percent of the travelers waited as long as 60 minutes. Transportation and land use planning agencies on both sides of the border have identified the longer-term need for a third border crossing and associated transportation facilities in the San Diego/Tijuana area. This EIS represents the first phase of a two-phase process. Phase I objectives include the adoption of an SR 11 corridor, receipt of a Presidential Permit for the POE, and possible acquisition of rights-of-way for the two facilities. Any acquisition of rights-of-way by the California Department of Transportation (Caltrans) at this stage would be undertaken without federal funding. Two alternative SR 11 corridors and corresponding POE locations, along with a No Action Alternative, are considered in this final EIS. The western corridor would extend 2.1 miles, while the central corridor would extend 2.5 miles. The western SR 11 corridor would extend eastward from Harvest Road at the future SR 125/SR 905 interchange, passing south of Otay Mesa Road and north of Airway Road and curving southward to connect with the northern edge of the western POE site. The central corridor would extend from Harvest Road at the eastern side of the SR B125/SR 905 interchange, run eastward along the same alignment as the western corridor up to the eastern side of the Enrico Fermi Drive interchange, and continue east for 0.8 mile before beginning to curve gently toward the southeast for 0.5 mile through the area identified for a future Siempre Viva Road interchange, terminating in the middle of the northern edge of the central POE site. Both candidate POE sites would encompass 100 acres. Identification and analysis of design and operational alternatives for the POE and SR 11 would occur during Phase II. Costs for land acquisition and construction within the western and central corridors are estimated at $208.6 million and $246.6 million to $264.4 million, respectively. POSITIVE IMPACTS: Phase I activities would provide for presidential approval of the project and for the reservation of land for SR 11 and the Otay Mesa East POE prior to buildout of the East Otay Mesa area. The land would be acquired at current prices, which are much lower than they will be following buildout. Caltrans and the General Services Administration could then proceed independently with the design and environmental processing of their respective projects, namely, SR 11 and the POE facilities. The new POE would replace an existing facility which lacks the capacity to accommodate the cross-border traffic volume. NEGATIVE IMPACTS: Based on the administrative nature of Phase I, none of the proposed actions or decisions would be irreversible. Phase I would not involve any ground-disturbing activities. Implementation of the proposed actions would, however, commit the adopted SR 11 corridor rights-of-way and the selected POE site to potential future development under Phase II. Under Phase II, 16.3 to 16.4 acres of developed or graded land, 5.2 to 8.7 acres of temporary use land, 5.3 acres of industrial land, 200 to 215 acres of undeveloped land to highway and POE purposes, resulting in the replacement of soil and vegetation with impervious surface over much of the converted area. The rural aesthetic values of the corridor would be altered significantly. Seven to nine cultural resource sites would be affected, though all are low value sites. The project would take place in an area characterized by mid- to high-sensitivity paleontological formations. Small areas of wetland would be lost. Habitat for several federally protected species of plants, mammals, and insects occur in the project area, but none were sighted during field surveys. PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0085D, Volume 32, Number 1. JF - EPA number: 080321, 287 pages, January 11, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-08-05-F KW - Border Stations KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Foreign Policies KW - Land Acquisitions KW - Highways KW - Highway Structures KW - Insects KW - International Programs KW - Paleontological Sites KW - Relocation Plans KW - Socioeconomic Assessments KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824588?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+11+CORRIDOR+LOCATION+AND+THE+OTAY+MESA+EAST+PORT+OF+ENTRY+ON+OTAY+MESA%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.title=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, San Diego, California; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 11, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 11 CORRIDOR LOCATION AND THE OTAY MESA EAST PORT OF ENTRY ON OTAY MESA, SAN DIEGO COUNTY, CALIFORNIA. [Part 1 of 3] T2 - STATE ROUTE 11 CORRIDOR LOCATION AND THE OTAY MESA EAST PORT OF ENTRY ON OTAY MESA, SAN DIEGO COUNTY, CALIFORNIA. AN - 756824578; 13546-080321_0001 AB - PURPOSE: The identification of the locations for the future construction of State Route (SR) 11 and the Otay Mesa East Port of Entry (POE) in San Diego County, California is proposed. Between 1996 and 2006, the number of primary inspections at the existing Otay Mesa POE increased over 80 percent and that volume is expected to climb an additional 50 percent by 2025. Wait times for personal trips average 45 minutes at the POE during peak periods; 10 percent of the travelers waited as long as 60 minutes. Transportation and land use planning agencies on both sides of the border have identified the longer-term need for a third border crossing and associated transportation facilities in the San Diego/Tijuana area. This EIS represents the first phase of a two-phase process. Phase I objectives include the adoption of an SR 11 corridor, receipt of a Presidential Permit for the POE, and possible acquisition of rights-of-way for the two facilities. Any acquisition of rights-of-way by the California Department of Transportation (Caltrans) at this stage would be undertaken without federal funding. Two alternative SR 11 corridors and corresponding POE locations, along with a No Action Alternative, are considered in this final EIS. The western corridor would extend 2.1 miles, while the central corridor would extend 2.5 miles. The western SR 11 corridor would extend eastward from Harvest Road at the future SR 125/SR 905 interchange, passing south of Otay Mesa Road and north of Airway Road and curving southward to connect with the northern edge of the western POE site. The central corridor would extend from Harvest Road at the eastern side of the SR B125/SR 905 interchange, run eastward along the same alignment as the western corridor up to the eastern side of the Enrico Fermi Drive interchange, and continue east for 0.8 mile before beginning to curve gently toward the southeast for 0.5 mile through the area identified for a future Siempre Viva Road interchange, terminating in the middle of the northern edge of the central POE site. Both candidate POE sites would encompass 100 acres. Identification and analysis of design and operational alternatives for the POE and SR 11 would occur during Phase II. Costs for land acquisition and construction within the western and central corridors are estimated at $208.6 million and $246.6 million to $264.4 million, respectively. POSITIVE IMPACTS: Phase I activities would provide for presidential approval of the project and for the reservation of land for SR 11 and the Otay Mesa East POE prior to buildout of the East Otay Mesa area. The land would be acquired at current prices, which are much lower than they will be following buildout. Caltrans and the General Services Administration could then proceed independently with the design and environmental processing of their respective projects, namely, SR 11 and the POE facilities. The new POE would replace an existing facility which lacks the capacity to accommodate the cross-border traffic volume. NEGATIVE IMPACTS: Based on the administrative nature of Phase I, none of the proposed actions or decisions would be irreversible. Phase I would not involve any ground-disturbing activities. Implementation of the proposed actions would, however, commit the adopted SR 11 corridor rights-of-way and the selected POE site to potential future development under Phase II. Under Phase II, 16.3 to 16.4 acres of developed or graded land, 5.2 to 8.7 acres of temporary use land, 5.3 acres of industrial land, 200 to 215 acres of undeveloped land to highway and POE purposes, resulting in the replacement of soil and vegetation with impervious surface over much of the converted area. The rural aesthetic values of the corridor would be altered significantly. Seven to nine cultural resource sites would be affected, though all are low value sites. The project would take place in an area characterized by mid- to high-sensitivity paleontological formations. Small areas of wetland would be lost. Habitat for several federally protected species of plants, mammals, and insects occur in the project area, but none were sighted during field surveys. PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0085D, Volume 32, Number 1. JF - EPA number: 080321, 287 pages, January 11, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-08-05-F KW - Border Stations KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Foreign Policies KW - Land Acquisitions KW - Highways KW - Highway Structures KW - Insects KW - International Programs KW - Paleontological Sites KW - Relocation Plans KW - Socioeconomic Assessments KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824578?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+11+CORRIDOR+LOCATION+AND+THE+OTAY+MESA+EAST+PORT+OF+ENTRY+ON+OTAY+MESA%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.title=STATE+ROUTE+11+CORRIDOR+LOCATION+AND+THE+OTAY+MESA+EAST+PORT+OF+ENTRY+ON+OTAY+MESA%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, San Diego, California; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 11, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 11 CORRIDOR LOCATION AND THE OTAY MESA EAST PORT OF ENTRY ON OTAY MESA, SAN DIEGO COUNTY, CALIFORNIA. [Part 2 of 3] T2 - STATE ROUTE 11 CORRIDOR LOCATION AND THE OTAY MESA EAST PORT OF ENTRY ON OTAY MESA, SAN DIEGO COUNTY, CALIFORNIA. AN - 756824460; 13546-080321_0002 AB - PURPOSE: The identification of the locations for the future construction of State Route (SR) 11 and the Otay Mesa East Port of Entry (POE) in San Diego County, California is proposed. Between 1996 and 2006, the number of primary inspections at the existing Otay Mesa POE increased over 80 percent and that volume is expected to climb an additional 50 percent by 2025. Wait times for personal trips average 45 minutes at the POE during peak periods; 10 percent of the travelers waited as long as 60 minutes. Transportation and land use planning agencies on both sides of the border have identified the longer-term need for a third border crossing and associated transportation facilities in the San Diego/Tijuana area. This EIS represents the first phase of a two-phase process. Phase I objectives include the adoption of an SR 11 corridor, receipt of a Presidential Permit for the POE, and possible acquisition of rights-of-way for the two facilities. Any acquisition of rights-of-way by the California Department of Transportation (Caltrans) at this stage would be undertaken without federal funding. Two alternative SR 11 corridors and corresponding POE locations, along with a No Action Alternative, are considered in this final EIS. The western corridor would extend 2.1 miles, while the central corridor would extend 2.5 miles. The western SR 11 corridor would extend eastward from Harvest Road at the future SR 125/SR 905 interchange, passing south of Otay Mesa Road and north of Airway Road and curving southward to connect with the northern edge of the western POE site. The central corridor would extend from Harvest Road at the eastern side of the SR B125/SR 905 interchange, run eastward along the same alignment as the western corridor up to the eastern side of the Enrico Fermi Drive interchange, and continue east for 0.8 mile before beginning to curve gently toward the southeast for 0.5 mile through the area identified for a future Siempre Viva Road interchange, terminating in the middle of the northern edge of the central POE site. Both candidate POE sites would encompass 100 acres. Identification and analysis of design and operational alternatives for the POE and SR 11 would occur during Phase II. Costs for land acquisition and construction within the western and central corridors are estimated at $208.6 million and $246.6 million to $264.4 million, respectively. POSITIVE IMPACTS: Phase I activities would provide for presidential approval of the project and for the reservation of land for SR 11 and the Otay Mesa East POE prior to buildout of the East Otay Mesa area. The land would be acquired at current prices, which are much lower than they will be following buildout. Caltrans and the General Services Administration could then proceed independently with the design and environmental processing of their respective projects, namely, SR 11 and the POE facilities. The new POE would replace an existing facility which lacks the capacity to accommodate the cross-border traffic volume. NEGATIVE IMPACTS: Based on the administrative nature of Phase I, none of the proposed actions or decisions would be irreversible. Phase I would not involve any ground-disturbing activities. Implementation of the proposed actions would, however, commit the adopted SR 11 corridor rights-of-way and the selected POE site to potential future development under Phase II. Under Phase II, 16.3 to 16.4 acres of developed or graded land, 5.2 to 8.7 acres of temporary use land, 5.3 acres of industrial land, 200 to 215 acres of undeveloped land to highway and POE purposes, resulting in the replacement of soil and vegetation with impervious surface over much of the converted area. The rural aesthetic values of the corridor would be altered significantly. Seven to nine cultural resource sites would be affected, though all are low value sites. The project would take place in an area characterized by mid- to high-sensitivity paleontological formations. Small areas of wetland would be lost. Habitat for several federally protected species of plants, mammals, and insects occur in the project area, but none were sighted during field surveys. PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0085D, Volume 32, Number 1. JF - EPA number: 080321, 287 pages, January 11, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-08-05-F KW - Border Stations KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Foreign Policies KW - Land Acquisitions KW - Highways KW - Highway Structures KW - Insects KW - International Programs KW - Paleontological Sites KW - Relocation Plans KW - Socioeconomic Assessments KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824460?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.title=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, San Diego, California; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 11, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 11 CORRIDOR LOCATION AND ROUTE ADOPTION AND LOCATION IDENTIFICATION OF THE OTAY MESA EAST PORT OF ENTRY ON OTAY MESA IN THE COUNTRY OF SAN DIEGO, CALIFORNIA. AN - 36415152; 13120 AB - PURPOSE: The identification of the locations for the future construction of State Route (SR) 11 and the Otay Mesa East Port of Entry (POE) in San Diego County, California is proposed. Between 1996 and 2006, the number of primary inspections at the existing Otay Mesa POE increased over 80 percent and that volume is expected to climb an additional 50 percent by 2025. Wait times for personal trips average 45 minutes at the POE during peak periods; 10 percent of the travelers waited as long as 60 minutes. Transportation and land use planning agencies on both sides of the border have identified the longer-term need for a third border crossing and associated transportation facilities in the San Diego/Tijuana area. This EIS represents the first phase of a two-phase process. Phase I objectives include the adoption of an SR 11 corridor, receipt of a Presidential Permit for the POE, and possible acquisition of rights-of-way for the two facilities. Any acquisition of rights-of-way by the California Department of Transportation (Caltrans) at this stage would be undertaken without federal funding. Two alternative SR 11 corridors and corresponding POE locations, along with a No Action Alternative, are considered in this draft EIS. The western corridor would extend 2.1 miles, while the central corridor would extend 2.5 miles. The western SR 11 corridor would extend eastward from Harvest Road at the future SR 125/SR 905 interchange, passing south of Otay Mesa Road and north of Airway Road and curving southward to connect with the northern edge of the western POE site. The central corridor would extend from Harvest Road at the eastern side of the SR B125/SR 905 interchange, run eastward along the same alignment as the western corridor up to the eastern side of the Enrico Fermi Drive interchange, and continue east for 0.8 mile before beginning to curve gently toward the southeast for 0.5 mile through the area identified for a future Siempre Viva Road interchange, terminating in the middle of the northern edge of the central POE site. Both candidate POE sites would encompass 100 acres. Identification and analysis of design and operational alternatives for the POE and SR 11 would occur during Phase II. POSITIVE IMPACTS: Phase I activities would provide for presidential approval of the project and for the reservation of land for SR 11 and the Otay Mesa East POE prior to buildout of the East Otay Mesa area. The land would be acquired at current prices, which are much lower than they will be following buildout. Caltrans and the General Services Administration could then proceed independently with the design and environmental processing of their respective projects, namely, SR 11 and the POE facilities. The new POE would replace an existing facility which lacks the capacity to accommodate the cross-border traffic volume. NEGATIVE IMPACTS: Based on the administrative nature of Phase I, none of the proposed actions or decisions would be irreversible. Phase I would not involve any ground-disturbing activities. Implementation of the proposed actions would, however, commit the adopted SR 11 corridor rights-of-way and the selected POE site to potential future development under Phase II. Under Phase II, 16.3 to 16.4 acres of developed or graded land, 5.2 to 8.7 acres of temporary use land, 5.3 acres of industrial land, 200 to 215 acres of undeveloped land to highway and POE purposes, resulting in the replacement of soil and vegetation with impervious surface over much of the converted area. The rural aesthetic values of the corridor would be altered significantly. Seven to nine cultural resource sites would be affected, though all are low value sites. The project would take place in an area characterized by mid- to high-sensitivity paleontological formations. Small areas of wetland would be lost. Habitat for several federally protected species of plants, mammals, and insects occur in the project area, but none were sighted during field surveys. JF - EPA number: 080018, 287 pages, January 11, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-08-01-D KW - Border Stations KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Foreign Policies KW - Land Acquisitions KW - Highways KW - Highway Structures KW - Insects KW - International Programs KW - Paleontological Sites KW - Socioeconomic Assessments KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36415152?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+11+CORRIDOR+LOCATION+AND+ROUTE+ADOPTION+AND+LOCATION+IDENTIFICATION+OF+THE+OTAY+MESA+EAST+PORT+OF+ENTRY+ON+OTAY+MESA+IN+THE+COUNTRY+OF+SAN+DIEGO%2C+CALIFORNIA.&rft.title=STATE+ROUTE+11+CORRIDOR+LOCATION+AND+ROUTE+ADOPTION+AND+LOCATION+IDENTIFICATION+OF+THE+OTAY+MESA+EAST+PORT+OF+ENTRY+ON+OTAY+MESA+IN+THE+COUNTRY+OF+SAN+DIEGO%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, San Diego, California; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 11, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BROADWATER LNG PROJECT, LONG ISLAND SOUND, NEW YORK. AN - 36415084; 13122 AB - PURPOSE: The construction and operation of a liquefied natural gas (LNG) terminal and pipeline, to be known as the Broadwater LNG Project, in New York state waters of Long Island Sound are proposed. The terminal would lie nine miles from the nearest shoreline of Long Island 11 miles from the nearest shoreline of Connecticut. The facility would consist of a floating storage and regasification unit (FSRU) attached to a yoke mooring system (YMS) with a mooring tower embedded in the seafloor. The FSRU would resemble a marine vessel and would remain moored in place for the 30-year life of the terminal. The YMS would allow the FSRU to pivot or "weathervane" around the YMS, enabling the FSRU to orient in response to the prevailing wind, tide, and current conditions. LNG would be delivered to the FSRU by LNG carriers, temporarily stored, vaporized (regasified), and then transported via a new subsea natural gas pipeline extending from the seafloor beneath the FSRU 21.7 miles to an offshore connection with the existing Iroquois Gas Transmission System (IGTS) pipeline in Long Island Sound. Natural gas would be routed from the FSRU to the subsea pipeline and into the IGTS for delivery at an average flow rate of 1.0 billion cubic feet per day> LNG would be delivered to the FSRU by two to three LNG carriers per week to the meet the project's planned send-out volumes of natural gas. LNG carriers would transit from the Atlantic Ocean to either Point Judith Pilot Station, northeast of Block Island, or the Montauk Point Station, southwest of Block Island. The terminal and ancillary facilities would include a double-hulled FSRU approximately 1,215 feet long and 200 feet wide with a storage capacity of 8.0 billion cubic feet; a berthing facility at the FSRU for receiving LNG ships with capacities of up to 250,000 cubic meters; the YMS; 21.7 miles of 30-inch-diameter pipeline, with a pig launcher and receiver facility and a meter station at the interconnect with the IGTS pipeline; and onshore facilities at either Greenport or Port Jefferson. In addition to the proposed action, this final EIS addresses a No Action Alternative, postponing the proposed action, alternative energy sources, system alternatives, LNG design and location alternatives, pipeline route and construction alternatives, alternative vaporization methods, and alternative onshore facilities. POSITIVE IMPACTS: By providing a new source of natural gas, the terminal facility would help ensure the integrity and reliability of the Northeast's home heating and energy distribution networks, while stabilizing regional energy prices. The future need for new and/or expanded interstate natural gas pipeline construction would be lessened significantly, obviating the associated environmental impacts. NEGATIVE IMPACTS: Pipeline construction would result in the disturbance of the seafloor and the associated benthic habitat and the release of sediment into the water column along the pipeline route. Construction activities would disturb 2,236.2 acres. Approximately 7.5 acres of seafloor would be permanently transformed from soft bottom to hard bottom. The terminal would take 5.5 million gallons per day (mgd) of water from Long Island Sound. Water returned to the Sound would degrade water quality and increase ambient water temperature somewhat. The terminal would receive calls from 118 LNG carriers per year, resulting in a significant increase in vessel traffic and the removal 22.7 mgd from the ambient water column. Project operations could affect four sea turtle and three whale species under special federal protection due to potential vessel collisions and noise emitted by vessels and the terminal, particularly during construction. Increased vessel traffic would cause safety concerns with respect to other commercial and recreational vessels in the Sound. Accidental spills of cryogenic liquid from the terminal or vessels delivering LNG to the terminal would constitute a significant threat to marine species. LEGAL MANDATES: Executive Order 10173, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Magnuson Fishery Conservation and Management Act of 1976 (16 U.S.C. 1801 et seq.), Maritime Transport Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 3(a) and 7(c), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0014D, Volume 31, Number 1. JF - EPA number: 080020, 661 pages, CD-ROM, January 11, 2008 PY - 2008 KW - Energy KW - Agency number: FERC/EIS-0196F KW - Bays KW - Endangered Species (Animals) KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Impact Assessment Methodology KW - Impact Monitoring Plans KW - Islands KW - Marine Mammals KW - Marine Systems KW - Natural Gas KW - Pipelines KW - Safety KW - Ships KW - Terminal Facilities KW - Water Quality KW - Water Quality Assessments KW - Long Island Sound KW - New York KW - Executive Order 10173, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transport Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Public Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36415084?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.title=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Federal Energy Regulatory Commission, Office of Energy Projects, Washington, District of Columbia; FERC N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 11, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BROADWATER LNG PROJECT, LONG ISLAND SOUND, NEW YORK. [Part 2 of 3] T2 - BROADWATER LNG PROJECT, LONG ISLAND SOUND, NEW YORK. AN - 36390348; 13122-080020_0002 AB - PURPOSE: The construction and operation of a liquefied natural gas (LNG) terminal and pipeline, to be known as the Broadwater LNG Project, in New York state waters of Long Island Sound are proposed. The terminal would lie nine miles from the nearest shoreline of Long Island 11 miles from the nearest shoreline of Connecticut. The facility would consist of a floating storage and regasification unit (FSRU) attached to a yoke mooring system (YMS) with a mooring tower embedded in the seafloor. The FSRU would resemble a marine vessel and would remain moored in place for the 30-year life of the terminal. The YMS would allow the FSRU to pivot or "weathervane" around the YMS, enabling the FSRU to orient in response to the prevailing wind, tide, and current conditions. LNG would be delivered to the FSRU by LNG carriers, temporarily stored, vaporized (regasified), and then transported via a new subsea natural gas pipeline extending from the seafloor beneath the FSRU 21.7 miles to an offshore connection with the existing Iroquois Gas Transmission System (IGTS) pipeline in Long Island Sound. Natural gas would be routed from the FSRU to the subsea pipeline and into the IGTS for delivery at an average flow rate of 1.0 billion cubic feet per day> LNG would be delivered to the FSRU by two to three LNG carriers per week to the meet the project's planned send-out volumes of natural gas. LNG carriers would transit from the Atlantic Ocean to either Point Judith Pilot Station, northeast of Block Island, or the Montauk Point Station, southwest of Block Island. The terminal and ancillary facilities would include a double-hulled FSRU approximately 1,215 feet long and 200 feet wide with a storage capacity of 8.0 billion cubic feet; a berthing facility at the FSRU for receiving LNG ships with capacities of up to 250,000 cubic meters; the YMS; 21.7 miles of 30-inch-diameter pipeline, with a pig launcher and receiver facility and a meter station at the interconnect with the IGTS pipeline; and onshore facilities at either Greenport or Port Jefferson. In addition to the proposed action, this final EIS addresses a No Action Alternative, postponing the proposed action, alternative energy sources, system alternatives, LNG design and location alternatives, pipeline route and construction alternatives, alternative vaporization methods, and alternative onshore facilities. POSITIVE IMPACTS: By providing a new source of natural gas, the terminal facility would help ensure the integrity and reliability of the Northeast's home heating and energy distribution networks, while stabilizing regional energy prices. The future need for new and/or expanded interstate natural gas pipeline construction would be lessened significantly, obviating the associated environmental impacts. NEGATIVE IMPACTS: Pipeline construction would result in the disturbance of the seafloor and the associated benthic habitat and the release of sediment into the water column along the pipeline route. Construction activities would disturb 2,236.2 acres. Approximately 7.5 acres of seafloor would be permanently transformed from soft bottom to hard bottom. The terminal would take 5.5 million gallons per day (mgd) of water from Long Island Sound. Water returned to the Sound would degrade water quality and increase ambient water temperature somewhat. The terminal would receive calls from 118 LNG carriers per year, resulting in a significant increase in vessel traffic and the removal 22.7 mgd from the ambient water column. Project operations could affect four sea turtle and three whale species under special federal protection due to potential vessel collisions and noise emitted by vessels and the terminal, particularly during construction. Increased vessel traffic would cause safety concerns with respect to other commercial and recreational vessels in the Sound. Accidental spills of cryogenic liquid from the terminal or vessels delivering LNG to the terminal would constitute a significant threat to marine species. LEGAL MANDATES: Executive Order 10173, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Magnuson Fishery Conservation and Management Act of 1976 (16 U.S.C. 1801 et seq.), Maritime Transport Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 3(a) and 7(c), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0014D, Volume 31, Number 1. JF - EPA number: 080020, 661 pages, CD-ROM, January 11, 2008 PY - 2008 VL - 2 KW - Energy KW - Agency number: FERC/EIS-0196F KW - Bays KW - Endangered Species (Animals) KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Impact Assessment Methodology KW - Impact Monitoring Plans KW - Islands KW - Marine Mammals KW - Marine Systems KW - Natural Gas KW - Pipelines KW - Safety KW - Ships KW - Terminal Facilities KW - Water Quality KW - Water Quality Assessments KW - Long Island Sound KW - New York KW - Executive Order 10173, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transport Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Public Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36390348?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BROADWATER+LNG+PROJECT%2C+LONG+ISLAND+SOUND%2C+NEW+YORK.&rft.title=BROADWATER+LNG+PROJECT%2C+LONG+ISLAND+SOUND%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Federal Energy Regulatory Commission, Office of Energy Projects, Washington, District of Columbia; FERC N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 11, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 11 CORRIDOR LOCATION AND ROUTE ADOPTION AND LOCATION IDENTIFICATION OF THE OTAY MESA EAST PORT OF ENTRY ON OTAY MESA IN THE COUNTRY OF SAN DIEGO, CALIFORNIA. [Part 3 of 3] T2 - STATE ROUTE 11 CORRIDOR LOCATION AND ROUTE ADOPTION AND LOCATION IDENTIFICATION OF THE OTAY MESA EAST PORT OF ENTRY ON OTAY MESA IN THE COUNTRY OF SAN DIEGO, CALIFORNIA. AN - 36390175; 13120-080018_0003 AB - PURPOSE: The identification of the locations for the future construction of State Route (SR) 11 and the Otay Mesa East Port of Entry (POE) in San Diego County, California is proposed. Between 1996 and 2006, the number of primary inspections at the existing Otay Mesa POE increased over 80 percent and that volume is expected to climb an additional 50 percent by 2025. Wait times for personal trips average 45 minutes at the POE during peak periods; 10 percent of the travelers waited as long as 60 minutes. Transportation and land use planning agencies on both sides of the border have identified the longer-term need for a third border crossing and associated transportation facilities in the San Diego/Tijuana area. This EIS represents the first phase of a two-phase process. Phase I objectives include the adoption of an SR 11 corridor, receipt of a Presidential Permit for the POE, and possible acquisition of rights-of-way for the two facilities. Any acquisition of rights-of-way by the California Department of Transportation (Caltrans) at this stage would be undertaken without federal funding. Two alternative SR 11 corridors and corresponding POE locations, along with a No Action Alternative, are considered in this draft EIS. The western corridor would extend 2.1 miles, while the central corridor would extend 2.5 miles. The western SR 11 corridor would extend eastward from Harvest Road at the future SR 125/SR 905 interchange, passing south of Otay Mesa Road and north of Airway Road and curving southward to connect with the northern edge of the western POE site. The central corridor would extend from Harvest Road at the eastern side of the SR B125/SR 905 interchange, run eastward along the same alignment as the western corridor up to the eastern side of the Enrico Fermi Drive interchange, and continue east for 0.8 mile before beginning to curve gently toward the southeast for 0.5 mile through the area identified for a future Siempre Viva Road interchange, terminating in the middle of the northern edge of the central POE site. Both candidate POE sites would encompass 100 acres. Identification and analysis of design and operational alternatives for the POE and SR 11 would occur during Phase II. POSITIVE IMPACTS: Phase I activities would provide for presidential approval of the project and for the reservation of land for SR 11 and the Otay Mesa East POE prior to buildout of the East Otay Mesa area. The land would be acquired at current prices, which are much lower than they will be following buildout. Caltrans and the General Services Administration could then proceed independently with the design and environmental processing of their respective projects, namely, SR 11 and the POE facilities. The new POE would replace an existing facility which lacks the capacity to accommodate the cross-border traffic volume. NEGATIVE IMPACTS: Based on the administrative nature of Phase I, none of the proposed actions or decisions would be irreversible. Phase I would not involve any ground-disturbing activities. Implementation of the proposed actions would, however, commit the adopted SR 11 corridor rights-of-way and the selected POE site to potential future development under Phase II. Under Phase II, 16.3 to 16.4 acres of developed or graded land, 5.2 to 8.7 acres of temporary use land, 5.3 acres of industrial land, 200 to 215 acres of undeveloped land to highway and POE purposes, resulting in the replacement of soil and vegetation with impervious surface over much of the converted area. The rural aesthetic values of the corridor would be altered significantly. Seven to nine cultural resource sites would be affected, though all are low value sites. The project would take place in an area characterized by mid- to high-sensitivity paleontological formations. Small areas of wetland would be lost. Habitat for several federally protected species of plants, mammals, and insects occur in the project area, but none were sighted during field surveys. JF - EPA number: 080018, 287 pages, January 11, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-08-01-D KW - Border Stations KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Foreign Policies KW - Land Acquisitions KW - Highways KW - Highway Structures KW - Insects KW - International Programs KW - Paleontological Sites KW - Socioeconomic Assessments KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36390175?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.title=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, San Diego, California; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 11, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 11 CORRIDOR LOCATION AND ROUTE ADOPTION AND LOCATION IDENTIFICATION OF THE OTAY MESA EAST PORT OF ENTRY ON OTAY MESA IN THE COUNTRY OF SAN DIEGO, CALIFORNIA. [Part 1 of 3] T2 - STATE ROUTE 11 CORRIDOR LOCATION AND ROUTE ADOPTION AND LOCATION IDENTIFICATION OF THE OTAY MESA EAST PORT OF ENTRY ON OTAY MESA IN THE COUNTRY OF SAN DIEGO, CALIFORNIA. AN - 36381812; 13120-080018_0001 AB - PURPOSE: The identification of the locations for the future construction of State Route (SR) 11 and the Otay Mesa East Port of Entry (POE) in San Diego County, California is proposed. Between 1996 and 2006, the number of primary inspections at the existing Otay Mesa POE increased over 80 percent and that volume is expected to climb an additional 50 percent by 2025. Wait times for personal trips average 45 minutes at the POE during peak periods; 10 percent of the travelers waited as long as 60 minutes. Transportation and land use planning agencies on both sides of the border have identified the longer-term need for a third border crossing and associated transportation facilities in the San Diego/Tijuana area. This EIS represents the first phase of a two-phase process. Phase I objectives include the adoption of an SR 11 corridor, receipt of a Presidential Permit for the POE, and possible acquisition of rights-of-way for the two facilities. Any acquisition of rights-of-way by the California Department of Transportation (Caltrans) at this stage would be undertaken without federal funding. Two alternative SR 11 corridors and corresponding POE locations, along with a No Action Alternative, are considered in this draft EIS. The western corridor would extend 2.1 miles, while the central corridor would extend 2.5 miles. The western SR 11 corridor would extend eastward from Harvest Road at the future SR 125/SR 905 interchange, passing south of Otay Mesa Road and north of Airway Road and curving southward to connect with the northern edge of the western POE site. The central corridor would extend from Harvest Road at the eastern side of the SR B125/SR 905 interchange, run eastward along the same alignment as the western corridor up to the eastern side of the Enrico Fermi Drive interchange, and continue east for 0.8 mile before beginning to curve gently toward the southeast for 0.5 mile through the area identified for a future Siempre Viva Road interchange, terminating in the middle of the northern edge of the central POE site. Both candidate POE sites would encompass 100 acres. Identification and analysis of design and operational alternatives for the POE and SR 11 would occur during Phase II. POSITIVE IMPACTS: Phase I activities would provide for presidential approval of the project and for the reservation of land for SR 11 and the Otay Mesa East POE prior to buildout of the East Otay Mesa area. The land would be acquired at current prices, which are much lower than they will be following buildout. Caltrans and the General Services Administration could then proceed independently with the design and environmental processing of their respective projects, namely, SR 11 and the POE facilities. The new POE would replace an existing facility which lacks the capacity to accommodate the cross-border traffic volume. NEGATIVE IMPACTS: Based on the administrative nature of Phase I, none of the proposed actions or decisions would be irreversible. Phase I would not involve any ground-disturbing activities. Implementation of the proposed actions would, however, commit the adopted SR 11 corridor rights-of-way and the selected POE site to potential future development under Phase II. Under Phase II, 16.3 to 16.4 acres of developed or graded land, 5.2 to 8.7 acres of temporary use land, 5.3 acres of industrial land, 200 to 215 acres of undeveloped land to highway and POE purposes, resulting in the replacement of soil and vegetation with impervious surface over much of the converted area. The rural aesthetic values of the corridor would be altered significantly. Seven to nine cultural resource sites would be affected, though all are low value sites. The project would take place in an area characterized by mid- to high-sensitivity paleontological formations. Small areas of wetland would be lost. Habitat for several federally protected species of plants, mammals, and insects occur in the project area, but none were sighted during field surveys. JF - EPA number: 080018, 287 pages, January 11, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-08-01-D KW - Border Stations KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Foreign Policies KW - Land Acquisitions KW - Highways KW - Highway Structures KW - Insects KW - International Programs KW - Paleontological Sites KW - Socioeconomic Assessments KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381812?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+11+CORRIDOR+LOCATION+AND+ROUTE+ADOPTION+AND+LOCATION+IDENTIFICATION+OF+THE+OTAY+MESA+EAST+PORT+OF+ENTRY+ON+OTAY+MESA+IN+THE+COUNTRY+OF+SAN+DIEGO%2C+CALIFORNIA.&rft.title=STATE+ROUTE+11+CORRIDOR+LOCATION+AND+ROUTE+ADOPTION+AND+LOCATION+IDENTIFICATION+OF+THE+OTAY+MESA+EAST+PORT+OF+ENTRY+ON+OTAY+MESA+IN+THE+COUNTRY+OF+SAN+DIEGO%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, San Diego, California; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 11, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BROADWATER LNG PROJECT, LONG ISLAND SOUND, NEW YORK. [Part 3 of 3] T2 - BROADWATER LNG PROJECT, LONG ISLAND SOUND, NEW YORK. AN - 36381336; 13122-080020_0003 AB - PURPOSE: The construction and operation of a liquefied natural gas (LNG) terminal and pipeline, to be known as the Broadwater LNG Project, in New York state waters of Long Island Sound are proposed. The terminal would lie nine miles from the nearest shoreline of Long Island 11 miles from the nearest shoreline of Connecticut. The facility would consist of a floating storage and regasification unit (FSRU) attached to a yoke mooring system (YMS) with a mooring tower embedded in the seafloor. The FSRU would resemble a marine vessel and would remain moored in place for the 30-year life of the terminal. The YMS would allow the FSRU to pivot or "weathervane" around the YMS, enabling the FSRU to orient in response to the prevailing wind, tide, and current conditions. LNG would be delivered to the FSRU by LNG carriers, temporarily stored, vaporized (regasified), and then transported via a new subsea natural gas pipeline extending from the seafloor beneath the FSRU 21.7 miles to an offshore connection with the existing Iroquois Gas Transmission System (IGTS) pipeline in Long Island Sound. Natural gas would be routed from the FSRU to the subsea pipeline and into the IGTS for delivery at an average flow rate of 1.0 billion cubic feet per day> LNG would be delivered to the FSRU by two to three LNG carriers per week to the meet the project's planned send-out volumes of natural gas. LNG carriers would transit from the Atlantic Ocean to either Point Judith Pilot Station, northeast of Block Island, or the Montauk Point Station, southwest of Block Island. The terminal and ancillary facilities would include a double-hulled FSRU approximately 1,215 feet long and 200 feet wide with a storage capacity of 8.0 billion cubic feet; a berthing facility at the FSRU for receiving LNG ships with capacities of up to 250,000 cubic meters; the YMS; 21.7 miles of 30-inch-diameter pipeline, with a pig launcher and receiver facility and a meter station at the interconnect with the IGTS pipeline; and onshore facilities at either Greenport or Port Jefferson. In addition to the proposed action, this final EIS addresses a No Action Alternative, postponing the proposed action, alternative energy sources, system alternatives, LNG design and location alternatives, pipeline route and construction alternatives, alternative vaporization methods, and alternative onshore facilities. POSITIVE IMPACTS: By providing a new source of natural gas, the terminal facility would help ensure the integrity and reliability of the Northeast's home heating and energy distribution networks, while stabilizing regional energy prices. The future need for new and/or expanded interstate natural gas pipeline construction would be lessened significantly, obviating the associated environmental impacts. NEGATIVE IMPACTS: Pipeline construction would result in the disturbance of the seafloor and the associated benthic habitat and the release of sediment into the water column along the pipeline route. Construction activities would disturb 2,236.2 acres. Approximately 7.5 acres of seafloor would be permanently transformed from soft bottom to hard bottom. The terminal would take 5.5 million gallons per day (mgd) of water from Long Island Sound. Water returned to the Sound would degrade water quality and increase ambient water temperature somewhat. The terminal would receive calls from 118 LNG carriers per year, resulting in a significant increase in vessel traffic and the removal 22.7 mgd from the ambient water column. Project operations could affect four sea turtle and three whale species under special federal protection due to potential vessel collisions and noise emitted by vessels and the terminal, particularly during construction. Increased vessel traffic would cause safety concerns with respect to other commercial and recreational vessels in the Sound. Accidental spills of cryogenic liquid from the terminal or vessels delivering LNG to the terminal would constitute a significant threat to marine species. LEGAL MANDATES: Executive Order 10173, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Magnuson Fishery Conservation and Management Act of 1976 (16 U.S.C. 1801 et seq.), Maritime Transport Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 3(a) and 7(c), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0014D, Volume 31, Number 1. JF - EPA number: 080020, 661 pages, CD-ROM, January 11, 2008 PY - 2008 VL - 3 KW - Energy KW - Agency number: FERC/EIS-0196F KW - Bays KW - Endangered Species (Animals) KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Impact Assessment Methodology KW - Impact Monitoring Plans KW - Islands KW - Marine Mammals KW - Marine Systems KW - Natural Gas KW - Pipelines KW - Safety KW - Ships KW - Terminal Facilities KW - Water Quality KW - Water Quality Assessments KW - Long Island Sound KW - New York KW - Executive Order 10173, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transport Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Public Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381336?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.title=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Federal Energy Regulatory Commission, Office of Energy Projects, Washington, District of Columbia; FERC N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 11, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 11 CORRIDOR LOCATION AND ROUTE ADOPTION AND LOCATION IDENTIFICATION OF THE OTAY MESA EAST PORT OF ENTRY ON OTAY MESA IN THE COUNTRY OF SAN DIEGO, CALIFORNIA. [Part 2 of 3] T2 - STATE ROUTE 11 CORRIDOR LOCATION AND ROUTE ADOPTION AND LOCATION IDENTIFICATION OF THE OTAY MESA EAST PORT OF ENTRY ON OTAY MESA IN THE COUNTRY OF SAN DIEGO, CALIFORNIA. AN - 36381256; 13120-080018_0002 AB - PURPOSE: The identification of the locations for the future construction of State Route (SR) 11 and the Otay Mesa East Port of Entry (POE) in San Diego County, California is proposed. Between 1996 and 2006, the number of primary inspections at the existing Otay Mesa POE increased over 80 percent and that volume is expected to climb an additional 50 percent by 2025. Wait times for personal trips average 45 minutes at the POE during peak periods; 10 percent of the travelers waited as long as 60 minutes. Transportation and land use planning agencies on both sides of the border have identified the longer-term need for a third border crossing and associated transportation facilities in the San Diego/Tijuana area. This EIS represents the first phase of a two-phase process. Phase I objectives include the adoption of an SR 11 corridor, receipt of a Presidential Permit for the POE, and possible acquisition of rights-of-way for the two facilities. Any acquisition of rights-of-way by the California Department of Transportation (Caltrans) at this stage would be undertaken without federal funding. Two alternative SR 11 corridors and corresponding POE locations, along with a No Action Alternative, are considered in this draft EIS. The western corridor would extend 2.1 miles, while the central corridor would extend 2.5 miles. The western SR 11 corridor would extend eastward from Harvest Road at the future SR 125/SR 905 interchange, passing south of Otay Mesa Road and north of Airway Road and curving southward to connect with the northern edge of the western POE site. The central corridor would extend from Harvest Road at the eastern side of the SR B125/SR 905 interchange, run eastward along the same alignment as the western corridor up to the eastern side of the Enrico Fermi Drive interchange, and continue east for 0.8 mile before beginning to curve gently toward the southeast for 0.5 mile through the area identified for a future Siempre Viva Road interchange, terminating in the middle of the northern edge of the central POE site. Both candidate POE sites would encompass 100 acres. Identification and analysis of design and operational alternatives for the POE and SR 11 would occur during Phase II. POSITIVE IMPACTS: Phase I activities would provide for presidential approval of the project and for the reservation of land for SR 11 and the Otay Mesa East POE prior to buildout of the East Otay Mesa area. The land would be acquired at current prices, which are much lower than they will be following buildout. Caltrans and the General Services Administration could then proceed independently with the design and environmental processing of their respective projects, namely, SR 11 and the POE facilities. The new POE would replace an existing facility which lacks the capacity to accommodate the cross-border traffic volume. NEGATIVE IMPACTS: Based on the administrative nature of Phase I, none of the proposed actions or decisions would be irreversible. Phase I would not involve any ground-disturbing activities. Implementation of the proposed actions would, however, commit the adopted SR 11 corridor rights-of-way and the selected POE site to potential future development under Phase II. Under Phase II, 16.3 to 16.4 acres of developed or graded land, 5.2 to 8.7 acres of temporary use land, 5.3 acres of industrial land, 200 to 215 acres of undeveloped land to highway and POE purposes, resulting in the replacement of soil and vegetation with impervious surface over much of the converted area. The rural aesthetic values of the corridor would be altered significantly. Seven to nine cultural resource sites would be affected, though all are low value sites. The project would take place in an area characterized by mid- to high-sensitivity paleontological formations. Small areas of wetland would be lost. Habitat for several federally protected species of plants, mammals, and insects occur in the project area, but none were sighted during field surveys. JF - EPA number: 080018, 287 pages, January 11, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-08-01-D KW - Border Stations KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Foreign Policies KW - Land Acquisitions KW - Highways KW - Highway Structures KW - Insects KW - International Programs KW - Paleontological Sites KW - Socioeconomic Assessments KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381256?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+11+CORRIDOR+LOCATION+AND+ROUTE+ADOPTION+AND+LOCATION+IDENTIFICATION+OF+THE+OTAY+MESA+EAST+PORT+OF+ENTRY+ON+OTAY+MESA+IN+THE+COUNTRY+OF+SAN+DIEGO%2C+CALIFORNIA.&rft.title=STATE+ROUTE+11+CORRIDOR+LOCATION+AND+ROUTE+ADOPTION+AND+LOCATION+IDENTIFICATION+OF+THE+OTAY+MESA+EAST+PORT+OF+ENTRY+ON+OTAY+MESA+IN+THE+COUNTRY+OF+SAN+DIEGO%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, San Diego, California; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 11, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BROADWATER LNG PROJECT, LONG ISLAND SOUND, NEW YORK. [Part 1 of 3] T2 - BROADWATER LNG PROJECT, LONG ISLAND SOUND, NEW YORK. AN - 36379475; 13122-080020_0001 AB - PURPOSE: The construction and operation of a liquefied natural gas (LNG) terminal and pipeline, to be known as the Broadwater LNG Project, in New York state waters of Long Island Sound are proposed. The terminal would lie nine miles from the nearest shoreline of Long Island 11 miles from the nearest shoreline of Connecticut. The facility would consist of a floating storage and regasification unit (FSRU) attached to a yoke mooring system (YMS) with a mooring tower embedded in the seafloor. The FSRU would resemble a marine vessel and would remain moored in place for the 30-year life of the terminal. The YMS would allow the FSRU to pivot or "weathervane" around the YMS, enabling the FSRU to orient in response to the prevailing wind, tide, and current conditions. LNG would be delivered to the FSRU by LNG carriers, temporarily stored, vaporized (regasified), and then transported via a new subsea natural gas pipeline extending from the seafloor beneath the FSRU 21.7 miles to an offshore connection with the existing Iroquois Gas Transmission System (IGTS) pipeline in Long Island Sound. Natural gas would be routed from the FSRU to the subsea pipeline and into the IGTS for delivery at an average flow rate of 1.0 billion cubic feet per day> LNG would be delivered to the FSRU by two to three LNG carriers per week to the meet the project's planned send-out volumes of natural gas. LNG carriers would transit from the Atlantic Ocean to either Point Judith Pilot Station, northeast of Block Island, or the Montauk Point Station, southwest of Block Island. The terminal and ancillary facilities would include a double-hulled FSRU approximately 1,215 feet long and 200 feet wide with a storage capacity of 8.0 billion cubic feet; a berthing facility at the FSRU for receiving LNG ships with capacities of up to 250,000 cubic meters; the YMS; 21.7 miles of 30-inch-diameter pipeline, with a pig launcher and receiver facility and a meter station at the interconnect with the IGTS pipeline; and onshore facilities at either Greenport or Port Jefferson. In addition to the proposed action, this final EIS addresses a No Action Alternative, postponing the proposed action, alternative energy sources, system alternatives, LNG design and location alternatives, pipeline route and construction alternatives, alternative vaporization methods, and alternative onshore facilities. POSITIVE IMPACTS: By providing a new source of natural gas, the terminal facility would help ensure the integrity and reliability of the Northeast's home heating and energy distribution networks, while stabilizing regional energy prices. The future need for new and/or expanded interstate natural gas pipeline construction would be lessened significantly, obviating the associated environmental impacts. NEGATIVE IMPACTS: Pipeline construction would result in the disturbance of the seafloor and the associated benthic habitat and the release of sediment into the water column along the pipeline route. Construction activities would disturb 2,236.2 acres. Approximately 7.5 acres of seafloor would be permanently transformed from soft bottom to hard bottom. The terminal would take 5.5 million gallons per day (mgd) of water from Long Island Sound. Water returned to the Sound would degrade water quality and increase ambient water temperature somewhat. The terminal would receive calls from 118 LNG carriers per year, resulting in a significant increase in vessel traffic and the removal 22.7 mgd from the ambient water column. Project operations could affect four sea turtle and three whale species under special federal protection due to potential vessel collisions and noise emitted by vessels and the terminal, particularly during construction. Increased vessel traffic would cause safety concerns with respect to other commercial and recreational vessels in the Sound. Accidental spills of cryogenic liquid from the terminal or vessels delivering LNG to the terminal would constitute a significant threat to marine species. LEGAL MANDATES: Executive Order 10173, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Magnuson Fishery Conservation and Management Act of 1976 (16 U.S.C. 1801 et seq.), Maritime Transport Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 3(a) and 7(c), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0014D, Volume 31, Number 1. JF - EPA number: 080020, 661 pages, CD-ROM, January 11, 2008 PY - 2008 VL - 1 KW - Energy KW - Agency number: FERC/EIS-0196F KW - Bays KW - Endangered Species (Animals) KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Impact Assessment Methodology KW - Impact Monitoring Plans KW - Islands KW - Marine Mammals KW - Marine Systems KW - Natural Gas KW - Pipelines KW - Safety KW - Ships KW - Terminal Facilities KW - Water Quality KW - Water Quality Assessments KW - Long Island Sound KW - New York KW - Executive Order 10173, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transport Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Public Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379475?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BROADWATER+LNG+PROJECT%2C+LONG+ISLAND+SOUND%2C+NEW+YORK.&rft.title=BROADWATER+LNG+PROJECT%2C+LONG+ISLAND+SOUND%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Federal Energy Regulatory Commission, Office of Energy Projects, Washington, District of Columbia; FERC N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 11, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 11 CORRIDOR LOCATION AND THE OTAY MESA EAST PORT OF ENTRY ON OTAY MESA, SAN DIEGO COUNTY, CALIFORNIA. AN - 36348196; 13546 AB - PURPOSE: The identification of the locations for the future construction of State Route (SR) 11 and the Otay Mesa East Port of Entry (POE) in San Diego County, California is proposed. Between 1996 and 2006, the number of primary inspections at the existing Otay Mesa POE increased over 80 percent and that volume is expected to climb an additional 50 percent by 2025. Wait times for personal trips average 45 minutes at the POE during peak periods; 10 percent of the travelers waited as long as 60 minutes. Transportation and land use planning agencies on both sides of the border have identified the longer-term need for a third border crossing and associated transportation facilities in the San Diego/Tijuana area. This EIS represents the first phase of a two-phase process. Phase I objectives include the adoption of an SR 11 corridor, receipt of a Presidential Permit for the POE, and possible acquisition of rights-of-way for the two facilities. Any acquisition of rights-of-way by the California Department of Transportation (Caltrans) at this stage would be undertaken without federal funding. Two alternative SR 11 corridors and corresponding POE locations, along with a No Action Alternative, are considered in this final EIS. The western corridor would extend 2.1 miles, while the central corridor would extend 2.5 miles. The western SR 11 corridor would extend eastward from Harvest Road at the future SR 125/SR 905 interchange, passing south of Otay Mesa Road and north of Airway Road and curving southward to connect with the northern edge of the western POE site. The central corridor would extend from Harvest Road at the eastern side of the SR B125/SR 905 interchange, run eastward along the same alignment as the western corridor up to the eastern side of the Enrico Fermi Drive interchange, and continue east for 0.8 mile before beginning to curve gently toward the southeast for 0.5 mile through the area identified for a future Siempre Viva Road interchange, terminating in the middle of the northern edge of the central POE site. Both candidate POE sites would encompass 100 acres. Identification and analysis of design and operational alternatives for the POE and SR 11 would occur during Phase II. Costs for land acquisition and construction within the western and central corridors are estimated at $208.6 million and $246.6 million to $264.4 million, respectively. POSITIVE IMPACTS: Phase I activities would provide for presidential approval of the project and for the reservation of land for SR 11 and the Otay Mesa East POE prior to buildout of the East Otay Mesa area. The land would be acquired at current prices, which are much lower than they will be following buildout. Caltrans and the General Services Administration could then proceed independently with the design and environmental processing of their respective projects, namely, SR 11 and the POE facilities. The new POE would replace an existing facility which lacks the capacity to accommodate the cross-border traffic volume. NEGATIVE IMPACTS: Based on the administrative nature of Phase I, none of the proposed actions or decisions would be irreversible. Phase I would not involve any ground-disturbing activities. Implementation of the proposed actions would, however, commit the adopted SR 11 corridor rights-of-way and the selected POE site to potential future development under Phase II. Under Phase II, 16.3 to 16.4 acres of developed or graded land, 5.2 to 8.7 acres of temporary use land, 5.3 acres of industrial land, 200 to 215 acres of undeveloped land to highway and POE purposes, resulting in the replacement of soil and vegetation with impervious surface over much of the converted area. The rural aesthetic values of the corridor would be altered significantly. Seven to nine cultural resource sites would be affected, though all are low value sites. The project would take place in an area characterized by mid- to high-sensitivity paleontological formations. Small areas of wetland would be lost. Habitat for several federally protected species of plants, mammals, and insects occur in the project area, but none were sighted during field surveys. PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0085D, Volume 32, Number 1. JF - EPA number: 080321, 287 pages, January 11, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-08-05-F KW - Border Stations KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Foreign Policies KW - Land Acquisitions KW - Highways KW - Highway Structures KW - Insects KW - International Programs KW - Paleontological Sites KW - Relocation Plans KW - Socioeconomic Assessments KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348196?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+11+CORRIDOR+LOCATION+AND+THE+OTAY+MESA+EAST+PORT+OF+ENTRY+ON+OTAY+MESA%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.title=STATE+ROUTE+11+CORRIDOR+LOCATION+AND+THE+OTAY+MESA+EAST+PORT+OF+ENTRY+ON+OTAY+MESA%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, San Diego, California; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 11, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THREE CITIES RIVER CROSSING, ADA COUNTY, IDAHO. AN - 36406248; 13118 AB - PURPOSE: The construction of a crossing of the Boise River along the river stretch between Glenwood Street and Eagle Road to connect the cities of Boise, Garden City, and Eagle in Ada County, Idaho is proposed. The 1995 Bench/Valley Transportation Study was undertaken to identify the best means of creating a crossing of the Boise River and the associated bench, these being the two natural barriers to north-south transportation in the Boise area. The study recommended river crossings at two-mile intervals within the study area. The study also identified a lack of a north-south transportation link over the Boise River on a four-mile span between Glenwood Street and Eagle Road. The out-of-direction travel required to cross the river in this general area causes delays and congestion on the existing river crossing as well as inefficiencies in the use of alternative north-south travel routes between Chinden Boulevard (State Highway (SH) 50/56) and State Street (SH 44). The Three Cities River Crossing Project (3CRX) proposed in this draft EIS would provide a north-south crossing of the Boise River connecting Chinden Boulevard and State Street at the intersection of SH 55. The study corridor includes open space along the Boise River, pastureland, residential properties, businesses, a wastewater treatment plant, and sand and gravel mining operations; the eastern third of the study corridor is largely residential. Six alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. All build alternatives would begin at SH 55 and, depending on the alternative chosen, the terminus would be Cloverdale Road; a point near Mountain View Drive, with an extension to Mulberry Avenue to Cloverdale Road; Five Mile Road; Five Mile road, with an extension from Mulberry Avenue to Cloverdale Road; and a point near Mountain View Drive and Five Mile Road. Each build alternative has an east and west river crossing options. Each crossing alternative would provide a four-lane arterial, with bicycle lanes on the roadway shoulder, a shared-use path (bicyclists and pedestrians) along one side of the roadway, and a pedestrian path along the opposite side of the roadway. Access to the arterial would be from State Street, Chinden Boulevard, and two signalized intersections within the project area, one north and one south of the river. Each alternative would provide for two bridges, one spanning the North Channel and one spanning the South Channel of the Boise River. Three of the build alternatives would provide for a minor arterial road south of the river that would provide for a second connection to Chinden Boulevard. The preferred action is the alternative with termini at SH 55 and a point near Mountain View Drive, with an extension to Mulberry Avenue to Cloverdale Road; this alternative would also include the minor arterial road south of the river. POSITIVE IMPACTS: The 3CRX project would resolve the problems of congestion and inefficiency caused by the lack of appropriately spaced crossings of the Boise River and bench in Ada County. The crossing would provide new access to the regional greenbelt system and new bicycle lanes and shared use paths within the corridor. NEGATIVE IMPACTS: Depending on the build alternative selected, new rights-of-way development would affect 17 to 29 private property parcels and result in one to three residential displacements. Noise levels along the corridor would increase somewhat. The increase in impervious surface in the corridor would result in increased runoff to the Boise River, escalating the discharge of pollutants to the river and associated wetlands. The crossing and associated features would lie within the 100-year floodplain of the Boise River, and up to 1.4 acres of wetlands within the floodplain would be displaced. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080016, Summary--10 pages, Draft EIS--215 pages and maps, CD-ROM, January 10, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FHWA-ID-EIS-07-01-D KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Surveys KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Trails KW - Transportation KW - Wetlands KW - Idaho KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406248?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THREE+CITIES+RIVER+CROSSING%2C+ADA+COUNTY%2C+IDAHO.&rft.title=THREE+CITIES+RIVER+CROSSING%2C+ADA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THREE CITIES RIVER CROSSING, ADA COUNTY, IDAHO. [Part 4 of 4] T2 - THREE CITIES RIVER CROSSING, ADA COUNTY, IDAHO. AN - 36390060; 13118-080016_0004 AB - PURPOSE: The construction of a crossing of the Boise River along the river stretch between Glenwood Street and Eagle Road to connect the cities of Boise, Garden City, and Eagle in Ada County, Idaho is proposed. The 1995 Bench/Valley Transportation Study was undertaken to identify the best means of creating a crossing of the Boise River and the associated bench, these being the two natural barriers to north-south transportation in the Boise area. The study recommended river crossings at two-mile intervals within the study area. The study also identified a lack of a north-south transportation link over the Boise River on a four-mile span between Glenwood Street and Eagle Road. The out-of-direction travel required to cross the river in this general area causes delays and congestion on the existing river crossing as well as inefficiencies in the use of alternative north-south travel routes between Chinden Boulevard (State Highway (SH) 50/56) and State Street (SH 44). The Three Cities River Crossing Project (3CRX) proposed in this draft EIS would provide a north-south crossing of the Boise River connecting Chinden Boulevard and State Street at the intersection of SH 55. The study corridor includes open space along the Boise River, pastureland, residential properties, businesses, a wastewater treatment plant, and sand and gravel mining operations; the eastern third of the study corridor is largely residential. Six alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. All build alternatives would begin at SH 55 and, depending on the alternative chosen, the terminus would be Cloverdale Road; a point near Mountain View Drive, with an extension to Mulberry Avenue to Cloverdale Road; Five Mile Road; Five Mile road, with an extension from Mulberry Avenue to Cloverdale Road; and a point near Mountain View Drive and Five Mile Road. Each build alternative has an east and west river crossing options. Each crossing alternative would provide a four-lane arterial, with bicycle lanes on the roadway shoulder, a shared-use path (bicyclists and pedestrians) along one side of the roadway, and a pedestrian path along the opposite side of the roadway. Access to the arterial would be from State Street, Chinden Boulevard, and two signalized intersections within the project area, one north and one south of the river. Each alternative would provide for two bridges, one spanning the North Channel and one spanning the South Channel of the Boise River. Three of the build alternatives would provide for a minor arterial road south of the river that would provide for a second connection to Chinden Boulevard. The preferred action is the alternative with termini at SH 55 and a point near Mountain View Drive, with an extension to Mulberry Avenue to Cloverdale Road; this alternative would also include the minor arterial road south of the river. POSITIVE IMPACTS: The 3CRX project would resolve the problems of congestion and inefficiency caused by the lack of appropriately spaced crossings of the Boise River and bench in Ada County. The crossing would provide new access to the regional greenbelt system and new bicycle lanes and shared use paths within the corridor. NEGATIVE IMPACTS: Depending on the build alternative selected, new rights-of-way development would affect 17 to 29 private property parcels and result in one to three residential displacements. Noise levels along the corridor would increase somewhat. The increase in impervious surface in the corridor would result in increased runoff to the Boise River, escalating the discharge of pollutants to the river and associated wetlands. The crossing and associated features would lie within the 100-year floodplain of the Boise River, and up to 1.4 acres of wetlands within the floodplain would be displaced. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080016, Summary--10 pages, Draft EIS--215 pages and maps, CD-ROM, January 10, 2008 PY - 2008 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-ID-EIS-07-01-D KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Surveys KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Trails KW - Transportation KW - Wetlands KW - Idaho KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36390060?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THREE+CITIES+RIVER+CROSSING%2C+ADA+COUNTY%2C+IDAHO.&rft.title=THREE+CITIES+RIVER+CROSSING%2C+ADA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THREE CITIES RIVER CROSSING, ADA COUNTY, IDAHO. [Part 3 of 4] T2 - THREE CITIES RIVER CROSSING, ADA COUNTY, IDAHO. AN - 36389990; 13118-080016_0003 AB - PURPOSE: The construction of a crossing of the Boise River along the river stretch between Glenwood Street and Eagle Road to connect the cities of Boise, Garden City, and Eagle in Ada County, Idaho is proposed. The 1995 Bench/Valley Transportation Study was undertaken to identify the best means of creating a crossing of the Boise River and the associated bench, these being the two natural barriers to north-south transportation in the Boise area. The study recommended river crossings at two-mile intervals within the study area. The study also identified a lack of a north-south transportation link over the Boise River on a four-mile span between Glenwood Street and Eagle Road. The out-of-direction travel required to cross the river in this general area causes delays and congestion on the existing river crossing as well as inefficiencies in the use of alternative north-south travel routes between Chinden Boulevard (State Highway (SH) 50/56) and State Street (SH 44). The Three Cities River Crossing Project (3CRX) proposed in this draft EIS would provide a north-south crossing of the Boise River connecting Chinden Boulevard and State Street at the intersection of SH 55. The study corridor includes open space along the Boise River, pastureland, residential properties, businesses, a wastewater treatment plant, and sand and gravel mining operations; the eastern third of the study corridor is largely residential. Six alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. All build alternatives would begin at SH 55 and, depending on the alternative chosen, the terminus would be Cloverdale Road; a point near Mountain View Drive, with an extension to Mulberry Avenue to Cloverdale Road; Five Mile Road; Five Mile road, with an extension from Mulberry Avenue to Cloverdale Road; and a point near Mountain View Drive and Five Mile Road. Each build alternative has an east and west river crossing options. Each crossing alternative would provide a four-lane arterial, with bicycle lanes on the roadway shoulder, a shared-use path (bicyclists and pedestrians) along one side of the roadway, and a pedestrian path along the opposite side of the roadway. Access to the arterial would be from State Street, Chinden Boulevard, and two signalized intersections within the project area, one north and one south of the river. Each alternative would provide for two bridges, one spanning the North Channel and one spanning the South Channel of the Boise River. Three of the build alternatives would provide for a minor arterial road south of the river that would provide for a second connection to Chinden Boulevard. The preferred action is the alternative with termini at SH 55 and a point near Mountain View Drive, with an extension to Mulberry Avenue to Cloverdale Road; this alternative would also include the minor arterial road south of the river. POSITIVE IMPACTS: The 3CRX project would resolve the problems of congestion and inefficiency caused by the lack of appropriately spaced crossings of the Boise River and bench in Ada County. The crossing would provide new access to the regional greenbelt system and new bicycle lanes and shared use paths within the corridor. NEGATIVE IMPACTS: Depending on the build alternative selected, new rights-of-way development would affect 17 to 29 private property parcels and result in one to three residential displacements. Noise levels along the corridor would increase somewhat. The increase in impervious surface in the corridor would result in increased runoff to the Boise River, escalating the discharge of pollutants to the river and associated wetlands. The crossing and associated features would lie within the 100-year floodplain of the Boise River, and up to 1.4 acres of wetlands within the floodplain would be displaced. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080016, Summary--10 pages, Draft EIS--215 pages and maps, CD-ROM, January 10, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-ID-EIS-07-01-D KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Surveys KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Trails KW - Transportation KW - Wetlands KW - Idaho KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389990?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THREE+CITIES+RIVER+CROSSING%2C+ADA+COUNTY%2C+IDAHO.&rft.title=THREE+CITIES+RIVER+CROSSING%2C+ADA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THREE CITIES RIVER CROSSING, ADA COUNTY, IDAHO. [Part 1 of 4] T2 - THREE CITIES RIVER CROSSING, ADA COUNTY, IDAHO. AN - 36380385; 13118-080016_0001 AB - PURPOSE: The construction of a crossing of the Boise River along the river stretch between Glenwood Street and Eagle Road to connect the cities of Boise, Garden City, and Eagle in Ada County, Idaho is proposed. The 1995 Bench/Valley Transportation Study was undertaken to identify the best means of creating a crossing of the Boise River and the associated bench, these being the two natural barriers to north-south transportation in the Boise area. The study recommended river crossings at two-mile intervals within the study area. The study also identified a lack of a north-south transportation link over the Boise River on a four-mile span between Glenwood Street and Eagle Road. The out-of-direction travel required to cross the river in this general area causes delays and congestion on the existing river crossing as well as inefficiencies in the use of alternative north-south travel routes between Chinden Boulevard (State Highway (SH) 50/56) and State Street (SH 44). The Three Cities River Crossing Project (3CRX) proposed in this draft EIS would provide a north-south crossing of the Boise River connecting Chinden Boulevard and State Street at the intersection of SH 55. The study corridor includes open space along the Boise River, pastureland, residential properties, businesses, a wastewater treatment plant, and sand and gravel mining operations; the eastern third of the study corridor is largely residential. Six alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. All build alternatives would begin at SH 55 and, depending on the alternative chosen, the terminus would be Cloverdale Road; a point near Mountain View Drive, with an extension to Mulberry Avenue to Cloverdale Road; Five Mile Road; Five Mile road, with an extension from Mulberry Avenue to Cloverdale Road; and a point near Mountain View Drive and Five Mile Road. Each build alternative has an east and west river crossing options. Each crossing alternative would provide a four-lane arterial, with bicycle lanes on the roadway shoulder, a shared-use path (bicyclists and pedestrians) along one side of the roadway, and a pedestrian path along the opposite side of the roadway. Access to the arterial would be from State Street, Chinden Boulevard, and two signalized intersections within the project area, one north and one south of the river. Each alternative would provide for two bridges, one spanning the North Channel and one spanning the South Channel of the Boise River. Three of the build alternatives would provide for a minor arterial road south of the river that would provide for a second connection to Chinden Boulevard. The preferred action is the alternative with termini at SH 55 and a point near Mountain View Drive, with an extension to Mulberry Avenue to Cloverdale Road; this alternative would also include the minor arterial road south of the river. POSITIVE IMPACTS: The 3CRX project would resolve the problems of congestion and inefficiency caused by the lack of appropriately spaced crossings of the Boise River and bench in Ada County. The crossing would provide new access to the regional greenbelt system and new bicycle lanes and shared use paths within the corridor. NEGATIVE IMPACTS: Depending on the build alternative selected, new rights-of-way development would affect 17 to 29 private property parcels and result in one to three residential displacements. Noise levels along the corridor would increase somewhat. The increase in impervious surface in the corridor would result in increased runoff to the Boise River, escalating the discharge of pollutants to the river and associated wetlands. The crossing and associated features would lie within the 100-year floodplain of the Boise River, and up to 1.4 acres of wetlands within the floodplain would be displaced. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080016, Summary--10 pages, Draft EIS--215 pages and maps, CD-ROM, January 10, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-ID-EIS-07-01-D KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Surveys KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Trails KW - Transportation KW - Wetlands KW - Idaho KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380385?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THREE+CITIES+RIVER+CROSSING%2C+ADA+COUNTY%2C+IDAHO.&rft.title=THREE+CITIES+RIVER+CROSSING%2C+ADA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THREE CITIES RIVER CROSSING, ADA COUNTY, IDAHO. [Part 2 of 4] T2 - THREE CITIES RIVER CROSSING, ADA COUNTY, IDAHO. AN - 36374089; 13118-080016_0002 AB - PURPOSE: The construction of a crossing of the Boise River along the river stretch between Glenwood Street and Eagle Road to connect the cities of Boise, Garden City, and Eagle in Ada County, Idaho is proposed. The 1995 Bench/Valley Transportation Study was undertaken to identify the best means of creating a crossing of the Boise River and the associated bench, these being the two natural barriers to north-south transportation in the Boise area. The study recommended river crossings at two-mile intervals within the study area. The study also identified a lack of a north-south transportation link over the Boise River on a four-mile span between Glenwood Street and Eagle Road. The out-of-direction travel required to cross the river in this general area causes delays and congestion on the existing river crossing as well as inefficiencies in the use of alternative north-south travel routes between Chinden Boulevard (State Highway (SH) 50/56) and State Street (SH 44). The Three Cities River Crossing Project (3CRX) proposed in this draft EIS would provide a north-south crossing of the Boise River connecting Chinden Boulevard and State Street at the intersection of SH 55. The study corridor includes open space along the Boise River, pastureland, residential properties, businesses, a wastewater treatment plant, and sand and gravel mining operations; the eastern third of the study corridor is largely residential. Six alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. All build alternatives would begin at SH 55 and, depending on the alternative chosen, the terminus would be Cloverdale Road; a point near Mountain View Drive, with an extension to Mulberry Avenue to Cloverdale Road; Five Mile Road; Five Mile road, with an extension from Mulberry Avenue to Cloverdale Road; and a point near Mountain View Drive and Five Mile Road. Each build alternative has an east and west river crossing options. Each crossing alternative would provide a four-lane arterial, with bicycle lanes on the roadway shoulder, a shared-use path (bicyclists and pedestrians) along one side of the roadway, and a pedestrian path along the opposite side of the roadway. Access to the arterial would be from State Street, Chinden Boulevard, and two signalized intersections within the project area, one north and one south of the river. Each alternative would provide for two bridges, one spanning the North Channel and one spanning the South Channel of the Boise River. Three of the build alternatives would provide for a minor arterial road south of the river that would provide for a second connection to Chinden Boulevard. The preferred action is the alternative with termini at SH 55 and a point near Mountain View Drive, with an extension to Mulberry Avenue to Cloverdale Road; this alternative would also include the minor arterial road south of the river. POSITIVE IMPACTS: The 3CRX project would resolve the problems of congestion and inefficiency caused by the lack of appropriately spaced crossings of the Boise River and bench in Ada County. The crossing would provide new access to the regional greenbelt system and new bicycle lanes and shared use paths within the corridor. NEGATIVE IMPACTS: Depending on the build alternative selected, new rights-of-way development would affect 17 to 29 private property parcels and result in one to three residential displacements. Noise levels along the corridor would increase somewhat. The increase in impervious surface in the corridor would result in increased runoff to the Boise River, escalating the discharge of pollutants to the river and associated wetlands. The crossing and associated features would lie within the 100-year floodplain of the Boise River, and up to 1.4 acres of wetlands within the floodplain would be displaced. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080016, Summary--10 pages, Draft EIS--215 pages and maps, CD-ROM, January 10, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-ID-EIS-07-01-D KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Surveys KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Trails KW - Transportation KW - Wetlands KW - Idaho KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374089?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THREE+CITIES+RIVER+CROSSING%2C+ADA+COUNTY%2C+IDAHO.&rft.title=THREE+CITIES+RIVER+CROSSING%2C+ADA+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 10, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 231/I-10 CONNECTOR, FROM US 231 NORTH OF DOTHAN TO THE ALABAMA/FLORIDA STATE LINE IN DALE, HOUSTON, AND GENEVA COUNTIES, ALABAMA. AN - 36406333; 13112 AB - PURPOSE: The construction of a 25-mile limited access highway from US 231 north of Dothan to the Alabama/Florida state line in Dale, Houston, and Geneva counties, Alabama is proposed. The primary transportation within the corridor is congestion on Ross Clarke Circle within the city of Dothan. The circle constitutes a link in US 231, US 431, and US 80 along with other state and local facilities. The project would allow through traffic to bypass Ross Clarke Circle. Four alternatives, including a No Build Alternative, are considered in this draft EIS. The preferred alternative (Alternative 1) would begin at US 231 approximately 1.7 miles north of the state line and extend northwestward, turn north, and then northwest again for approximately 3.3 miles to a proposed interchange with Country Road (CR) 203. From CR 203, the alternative would continue north to its proposed interchange with State Route (SR) 109, a distance of approximately 2.4 miles. From SR 109, the roadway would continue in a north/northwest direction to its proposed interchange with CR 93, a distance of 2.2 miles. At this point, the alignment would continue northward, then curve to the northwest, then turn back to the north to reach its proposed interchange with SR 52, a distance of 3.3 miles. Alternative 1 would then continue in a northward direction to an interchange with an unnamed county road near Joans Crossroads, a distance of 3.4 miles. From the unnamed country road , the road would curve slightly northeast for a distance of 1.9 miles to its proposed interchange with US 84. From U 84, the alignment would curve slightly to the northwest, then back to the north, where an interchange would be provided with CR 47; this segment would be 3.5 miles long. At this point, the alternative would travel northeastward for approximately 2.1 miles to its terminus at US 231, where another interchange would be provided. Estimated cost of the project is $183.9 million. POSITIVE IMPACTS: The new facility would reduce congestion within the corridor and on major arteries within Dothan and provide for safer travel and reasonable speed. NEGATIVE IMPACTS: The preferred alternative would result in the displacement of 88 residences, 11 businesses, and 1,035 acres of farmland. The facility would traverse floodplain and displace 70 acres of wetlands and require relocation of 5,492 linear feet of channel. Traffic generated noise levels would exceed federal standards in the vicinity of 23 sensitive receptor sites; two to 11 sites would experience increases of 15 decibels or more. Five cultural resource sites would be impacted; the eligibility for these sites to be included in the National Register of Historic Place has not yet been determined. Construction workers would encounter two sites containing hazardous wastes. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080010, 788 pages, January 8, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-08-1-D KW - Air Quality Assessments KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36406333?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+231%2FI-10+CONNECTOR%2C+FROM+US+231+NORTH+OF+DOTHAN+TO+THE+ALABAMA%2FFLORIDA+STATE+LINE+IN+DALE%2C+HOUSTON%2C+AND+GENEVA+COUNTIES%2C+ALABAMA.&rft.title=US+231%2FI-10+CONNECTOR%2C+FROM+US+231+NORTH+OF+DOTHAN+TO+THE+ALABAMA%2FFLORIDA+STATE+LINE+IN+DALE%2C+HOUSTON%2C+AND+GENEVA+COUNTIES%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 231/I-10 CONNECTOR, FROM US 231 NORTH OF DOTHAN TO THE ALABAMA/FLORIDA STATE LINE IN DALE, HOUSTON, AND GENEVA COUNTIES, ALABAMA. [Part 2 of 7] T2 - US 231/I-10 CONNECTOR, FROM US 231 NORTH OF DOTHAN TO THE ALABAMA/FLORIDA STATE LINE IN DALE, HOUSTON, AND GENEVA COUNTIES, ALABAMA. AN - 36390214; 13112-080010_0002 AB - PURPOSE: The construction of a 25-mile limited access highway from US 231 north of Dothan to the Alabama/Florida state line in Dale, Houston, and Geneva counties, Alabama is proposed. The primary transportation within the corridor is congestion on Ross Clarke Circle within the city of Dothan. The circle constitutes a link in US 231, US 431, and US 80 along with other state and local facilities. The project would allow through traffic to bypass Ross Clarke Circle. Four alternatives, including a No Build Alternative, are considered in this draft EIS. The preferred alternative (Alternative 1) would begin at US 231 approximately 1.7 miles north of the state line and extend northwestward, turn north, and then northwest again for approximately 3.3 miles to a proposed interchange with Country Road (CR) 203. From CR 203, the alternative would continue north to its proposed interchange with State Route (SR) 109, a distance of approximately 2.4 miles. From SR 109, the roadway would continue in a north/northwest direction to its proposed interchange with CR 93, a distance of 2.2 miles. At this point, the alignment would continue northward, then curve to the northwest, then turn back to the north to reach its proposed interchange with SR 52, a distance of 3.3 miles. Alternative 1 would then continue in a northward direction to an interchange with an unnamed county road near Joans Crossroads, a distance of 3.4 miles. From the unnamed country road , the road would curve slightly northeast for a distance of 1.9 miles to its proposed interchange with US 84. From U 84, the alignment would curve slightly to the northwest, then back to the north, where an interchange would be provided with CR 47; this segment would be 3.5 miles long. At this point, the alternative would travel northeastward for approximately 2.1 miles to its terminus at US 231, where another interchange would be provided. Estimated cost of the project is $183.9 million. POSITIVE IMPACTS: The new facility would reduce congestion within the corridor and on major arteries within Dothan and provide for safer travel and reasonable speed. NEGATIVE IMPACTS: The preferred alternative would result in the displacement of 88 residences, 11 businesses, and 1,035 acres of farmland. The facility would traverse floodplain and displace 70 acres of wetlands and require relocation of 5,492 linear feet of channel. Traffic generated noise levels would exceed federal standards in the vicinity of 23 sensitive receptor sites; two to 11 sites would experience increases of 15 decibels or more. Five cultural resource sites would be impacted; the eligibility for these sites to be included in the National Register of Historic Place has not yet been determined. Construction workers would encounter two sites containing hazardous wastes. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080010, 788 pages, January 8, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-08-1-D KW - Air Quality Assessments KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36390214?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+231%2FI-10+CONNECTOR%2C+FROM+US+231+NORTH+OF+DOTHAN+TO+THE+ALABAMA%2FFLORIDA+STATE+LINE+IN+DALE%2C+HOUSTON%2C+AND+GENEVA+COUNTIES%2C+ALABAMA.&rft.title=US+231%2FI-10+CONNECTOR%2C+FROM+US+231+NORTH+OF+DOTHAN+TO+THE+ALABAMA%2FFLORIDA+STATE+LINE+IN+DALE%2C+HOUSTON%2C+AND+GENEVA+COUNTIES%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 231/I-10 CONNECTOR, FROM US 231 NORTH OF DOTHAN TO THE ALABAMA/FLORIDA STATE LINE IN DALE, HOUSTON, AND GENEVA COUNTIES, ALABAMA. [Part 3 of 7] T2 - US 231/I-10 CONNECTOR, FROM US 231 NORTH OF DOTHAN TO THE ALABAMA/FLORIDA STATE LINE IN DALE, HOUSTON, AND GENEVA COUNTIES, ALABAMA. AN - 36381755; 13112-080010_0003 AB - PURPOSE: The construction of a 25-mile limited access highway from US 231 north of Dothan to the Alabama/Florida state line in Dale, Houston, and Geneva counties, Alabama is proposed. The primary transportation within the corridor is congestion on Ross Clarke Circle within the city of Dothan. The circle constitutes a link in US 231, US 431, and US 80 along with other state and local facilities. The project would allow through traffic to bypass Ross Clarke Circle. Four alternatives, including a No Build Alternative, are considered in this draft EIS. The preferred alternative (Alternative 1) would begin at US 231 approximately 1.7 miles north of the state line and extend northwestward, turn north, and then northwest again for approximately 3.3 miles to a proposed interchange with Country Road (CR) 203. From CR 203, the alternative would continue north to its proposed interchange with State Route (SR) 109, a distance of approximately 2.4 miles. From SR 109, the roadway would continue in a north/northwest direction to its proposed interchange with CR 93, a distance of 2.2 miles. At this point, the alignment would continue northward, then curve to the northwest, then turn back to the north to reach its proposed interchange with SR 52, a distance of 3.3 miles. Alternative 1 would then continue in a northward direction to an interchange with an unnamed county road near Joans Crossroads, a distance of 3.4 miles. From the unnamed country road , the road would curve slightly northeast for a distance of 1.9 miles to its proposed interchange with US 84. From U 84, the alignment would curve slightly to the northwest, then back to the north, where an interchange would be provided with CR 47; this segment would be 3.5 miles long. At this point, the alternative would travel northeastward for approximately 2.1 miles to its terminus at US 231, where another interchange would be provided. Estimated cost of the project is $183.9 million. POSITIVE IMPACTS: The new facility would reduce congestion within the corridor and on major arteries within Dothan and provide for safer travel and reasonable speed. NEGATIVE IMPACTS: The preferred alternative would result in the displacement of 88 residences, 11 businesses, and 1,035 acres of farmland. The facility would traverse floodplain and displace 70 acres of wetlands and require relocation of 5,492 linear feet of channel. Traffic generated noise levels would exceed federal standards in the vicinity of 23 sensitive receptor sites; two to 11 sites would experience increases of 15 decibels or more. Five cultural resource sites would be impacted; the eligibility for these sites to be included in the National Register of Historic Place has not yet been determined. Construction workers would encounter two sites containing hazardous wastes. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080010, 788 pages, January 8, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-08-1-D KW - Air Quality Assessments KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381755?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+231%2FI-10+CONNECTOR%2C+FROM+US+231+NORTH+OF+DOTHAN+TO+THE+ALABAMA%2FFLORIDA+STATE+LINE+IN+DALE%2C+HOUSTON%2C+AND+GENEVA+COUNTIES%2C+ALABAMA.&rft.title=US+231%2FI-10+CONNECTOR%2C+FROM+US+231+NORTH+OF+DOTHAN+TO+THE+ALABAMA%2FFLORIDA+STATE+LINE+IN+DALE%2C+HOUSTON%2C+AND+GENEVA+COUNTIES%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 231/I-10 CONNECTOR, FROM US 231 NORTH OF DOTHAN TO THE ALABAMA/FLORIDA STATE LINE IN DALE, HOUSTON, AND GENEVA COUNTIES, ALABAMA. [Part 5 of 7] T2 - US 231/I-10 CONNECTOR, FROM US 231 NORTH OF DOTHAN TO THE ALABAMA/FLORIDA STATE LINE IN DALE, HOUSTON, AND GENEVA COUNTIES, ALABAMA. AN - 36381270; 13112-080010_0005 AB - PURPOSE: The construction of a 25-mile limited access highway from US 231 north of Dothan to the Alabama/Florida state line in Dale, Houston, and Geneva counties, Alabama is proposed. The primary transportation within the corridor is congestion on Ross Clarke Circle within the city of Dothan. The circle constitutes a link in US 231, US 431, and US 80 along with other state and local facilities. The project would allow through traffic to bypass Ross Clarke Circle. Four alternatives, including a No Build Alternative, are considered in this draft EIS. The preferred alternative (Alternative 1) would begin at US 231 approximately 1.7 miles north of the state line and extend northwestward, turn north, and then northwest again for approximately 3.3 miles to a proposed interchange with Country Road (CR) 203. From CR 203, the alternative would continue north to its proposed interchange with State Route (SR) 109, a distance of approximately 2.4 miles. From SR 109, the roadway would continue in a north/northwest direction to its proposed interchange with CR 93, a distance of 2.2 miles. At this point, the alignment would continue northward, then curve to the northwest, then turn back to the north to reach its proposed interchange with SR 52, a distance of 3.3 miles. Alternative 1 would then continue in a northward direction to an interchange with an unnamed county road near Joans Crossroads, a distance of 3.4 miles. From the unnamed country road , the road would curve slightly northeast for a distance of 1.9 miles to its proposed interchange with US 84. From U 84, the alignment would curve slightly to the northwest, then back to the north, where an interchange would be provided with CR 47; this segment would be 3.5 miles long. At this point, the alternative would travel northeastward for approximately 2.1 miles to its terminus at US 231, where another interchange would be provided. Estimated cost of the project is $183.9 million. POSITIVE IMPACTS: The new facility would reduce congestion within the corridor and on major arteries within Dothan and provide for safer travel and reasonable speed. NEGATIVE IMPACTS: The preferred alternative would result in the displacement of 88 residences, 11 businesses, and 1,035 acres of farmland. The facility would traverse floodplain and displace 70 acres of wetlands and require relocation of 5,492 linear feet of channel. Traffic generated noise levels would exceed federal standards in the vicinity of 23 sensitive receptor sites; two to 11 sites would experience increases of 15 decibels or more. Five cultural resource sites would be impacted; the eligibility for these sites to be included in the National Register of Historic Place has not yet been determined. Construction workers would encounter two sites containing hazardous wastes. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080010, 788 pages, January 8, 2008 PY - 2008 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-08-1-D KW - Air Quality Assessments KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381270?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+231%2FI-10+CONNECTOR%2C+FROM+US+231+NORTH+OF+DOTHAN+TO+THE+ALABAMA%2FFLORIDA+STATE+LINE+IN+DALE%2C+HOUSTON%2C+AND+GENEVA+COUNTIES%2C+ALABAMA.&rft.title=US+231%2FI-10+CONNECTOR%2C+FROM+US+231+NORTH+OF+DOTHAN+TO+THE+ALABAMA%2FFLORIDA+STATE+LINE+IN+DALE%2C+HOUSTON%2C+AND+GENEVA+COUNTIES%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 231/I-10 CONNECTOR, FROM US 231 NORTH OF DOTHAN TO THE ALABAMA/FLORIDA STATE LINE IN DALE, HOUSTON, AND GENEVA COUNTIES, ALABAMA. [Part 1 of 7] T2 - US 231/I-10 CONNECTOR, FROM US 231 NORTH OF DOTHAN TO THE ALABAMA/FLORIDA STATE LINE IN DALE, HOUSTON, AND GENEVA COUNTIES, ALABAMA. AN - 36380605; 13112-080010_0001 AB - PURPOSE: The construction of a 25-mile limited access highway from US 231 north of Dothan to the Alabama/Florida state line in Dale, Houston, and Geneva counties, Alabama is proposed. The primary transportation within the corridor is congestion on Ross Clarke Circle within the city of Dothan. The circle constitutes a link in US 231, US 431, and US 80 along with other state and local facilities. The project would allow through traffic to bypass Ross Clarke Circle. Four alternatives, including a No Build Alternative, are considered in this draft EIS. The preferred alternative (Alternative 1) would begin at US 231 approximately 1.7 miles north of the state line and extend northwestward, turn north, and then northwest again for approximately 3.3 miles to a proposed interchange with Country Road (CR) 203. From CR 203, the alternative would continue north to its proposed interchange with State Route (SR) 109, a distance of approximately 2.4 miles. From SR 109, the roadway would continue in a north/northwest direction to its proposed interchange with CR 93, a distance of 2.2 miles. At this point, the alignment would continue northward, then curve to the northwest, then turn back to the north to reach its proposed interchange with SR 52, a distance of 3.3 miles. Alternative 1 would then continue in a northward direction to an interchange with an unnamed county road near Joans Crossroads, a distance of 3.4 miles. From the unnamed country road , the road would curve slightly northeast for a distance of 1.9 miles to its proposed interchange with US 84. From U 84, the alignment would curve slightly to the northwest, then back to the north, where an interchange would be provided with CR 47; this segment would be 3.5 miles long. At this point, the alternative would travel northeastward for approximately 2.1 miles to its terminus at US 231, where another interchange would be provided. Estimated cost of the project is $183.9 million. POSITIVE IMPACTS: The new facility would reduce congestion within the corridor and on major arteries within Dothan and provide for safer travel and reasonable speed. NEGATIVE IMPACTS: The preferred alternative would result in the displacement of 88 residences, 11 businesses, and 1,035 acres of farmland. The facility would traverse floodplain and displace 70 acres of wetlands and require relocation of 5,492 linear feet of channel. Traffic generated noise levels would exceed federal standards in the vicinity of 23 sensitive receptor sites; two to 11 sites would experience increases of 15 decibels or more. Five cultural resource sites would be impacted; the eligibility for these sites to be included in the National Register of Historic Place has not yet been determined. Construction workers would encounter two sites containing hazardous wastes. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080010, 788 pages, January 8, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-08-1-D KW - Air Quality Assessments KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380605?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+231%2FI-10+CONNECTOR%2C+FROM+US+231+NORTH+OF+DOTHAN+TO+THE+ALABAMA%2FFLORIDA+STATE+LINE+IN+DALE%2C+HOUSTON%2C+AND+GENEVA+COUNTIES%2C+ALABAMA.&rft.title=US+231%2FI-10+CONNECTOR%2C+FROM+US+231+NORTH+OF+DOTHAN+TO+THE+ALABAMA%2FFLORIDA+STATE+LINE+IN+DALE%2C+HOUSTON%2C+AND+GENEVA+COUNTIES%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 231/I-10 CONNECTOR, FROM US 231 NORTH OF DOTHAN TO THE ALABAMA/FLORIDA STATE LINE IN DALE, HOUSTON, AND GENEVA COUNTIES, ALABAMA. [Part 6 of 7] T2 - US 231/I-10 CONNECTOR, FROM US 231 NORTH OF DOTHAN TO THE ALABAMA/FLORIDA STATE LINE IN DALE, HOUSTON, AND GENEVA COUNTIES, ALABAMA. AN - 36380518; 13112-080010_0006 AB - PURPOSE: The construction of a 25-mile limited access highway from US 231 north of Dothan to the Alabama/Florida state line in Dale, Houston, and Geneva counties, Alabama is proposed. The primary transportation within the corridor is congestion on Ross Clarke Circle within the city of Dothan. The circle constitutes a link in US 231, US 431, and US 80 along with other state and local facilities. The project would allow through traffic to bypass Ross Clarke Circle. Four alternatives, including a No Build Alternative, are considered in this draft EIS. The preferred alternative (Alternative 1) would begin at US 231 approximately 1.7 miles north of the state line and extend northwestward, turn north, and then northwest again for approximately 3.3 miles to a proposed interchange with Country Road (CR) 203. From CR 203, the alternative would continue north to its proposed interchange with State Route (SR) 109, a distance of approximately 2.4 miles. From SR 109, the roadway would continue in a north/northwest direction to its proposed interchange with CR 93, a distance of 2.2 miles. At this point, the alignment would continue northward, then curve to the northwest, then turn back to the north to reach its proposed interchange with SR 52, a distance of 3.3 miles. Alternative 1 would then continue in a northward direction to an interchange with an unnamed county road near Joans Crossroads, a distance of 3.4 miles. From the unnamed country road , the road would curve slightly northeast for a distance of 1.9 miles to its proposed interchange with US 84. From U 84, the alignment would curve slightly to the northwest, then back to the north, where an interchange would be provided with CR 47; this segment would be 3.5 miles long. At this point, the alternative would travel northeastward for approximately 2.1 miles to its terminus at US 231, where another interchange would be provided. Estimated cost of the project is $183.9 million. POSITIVE IMPACTS: The new facility would reduce congestion within the corridor and on major arteries within Dothan and provide for safer travel and reasonable speed. NEGATIVE IMPACTS: The preferred alternative would result in the displacement of 88 residences, 11 businesses, and 1,035 acres of farmland. The facility would traverse floodplain and displace 70 acres of wetlands and require relocation of 5,492 linear feet of channel. Traffic generated noise levels would exceed federal standards in the vicinity of 23 sensitive receptor sites; two to 11 sites would experience increases of 15 decibels or more. Five cultural resource sites would be impacted; the eligibility for these sites to be included in the National Register of Historic Place has not yet been determined. Construction workers would encounter two sites containing hazardous wastes. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080010, 788 pages, January 8, 2008 PY - 2008 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-08-1-D KW - Air Quality Assessments KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380518?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.title=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 231/I-10 CONNECTOR, FROM US 231 NORTH OF DOTHAN TO THE ALABAMA/FLORIDA STATE LINE IN DALE, HOUSTON, AND GENEVA COUNTIES, ALABAMA. [Part 4 of 7] T2 - US 231/I-10 CONNECTOR, FROM US 231 NORTH OF DOTHAN TO THE ALABAMA/FLORIDA STATE LINE IN DALE, HOUSTON, AND GENEVA COUNTIES, ALABAMA. AN - 36380456; 13112-080010_0004 AB - PURPOSE: The construction of a 25-mile limited access highway from US 231 north of Dothan to the Alabama/Florida state line in Dale, Houston, and Geneva counties, Alabama is proposed. The primary transportation within the corridor is congestion on Ross Clarke Circle within the city of Dothan. The circle constitutes a link in US 231, US 431, and US 80 along with other state and local facilities. The project would allow through traffic to bypass Ross Clarke Circle. Four alternatives, including a No Build Alternative, are considered in this draft EIS. The preferred alternative (Alternative 1) would begin at US 231 approximately 1.7 miles north of the state line and extend northwestward, turn north, and then northwest again for approximately 3.3 miles to a proposed interchange with Country Road (CR) 203. From CR 203, the alternative would continue north to its proposed interchange with State Route (SR) 109, a distance of approximately 2.4 miles. From SR 109, the roadway would continue in a north/northwest direction to its proposed interchange with CR 93, a distance of 2.2 miles. At this point, the alignment would continue northward, then curve to the northwest, then turn back to the north to reach its proposed interchange with SR 52, a distance of 3.3 miles. Alternative 1 would then continue in a northward direction to an interchange with an unnamed county road near Joans Crossroads, a distance of 3.4 miles. From the unnamed country road , the road would curve slightly northeast for a distance of 1.9 miles to its proposed interchange with US 84. From U 84, the alignment would curve slightly to the northwest, then back to the north, where an interchange would be provided with CR 47; this segment would be 3.5 miles long. At this point, the alternative would travel northeastward for approximately 2.1 miles to its terminus at US 231, where another interchange would be provided. Estimated cost of the project is $183.9 million. POSITIVE IMPACTS: The new facility would reduce congestion within the corridor and on major arteries within Dothan and provide for safer travel and reasonable speed. NEGATIVE IMPACTS: The preferred alternative would result in the displacement of 88 residences, 11 businesses, and 1,035 acres of farmland. The facility would traverse floodplain and displace 70 acres of wetlands and require relocation of 5,492 linear feet of channel. Traffic generated noise levels would exceed federal standards in the vicinity of 23 sensitive receptor sites; two to 11 sites would experience increases of 15 decibels or more. Five cultural resource sites would be impacted; the eligibility for these sites to be included in the National Register of Historic Place has not yet been determined. Construction workers would encounter two sites containing hazardous wastes. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080010, 788 pages, January 8, 2008 PY - 2008 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-08-1-D KW - Air Quality Assessments KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380456?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+231%2FI-10+CONNECTOR%2C+FROM+US+231+NORTH+OF+DOTHAN+TO+THE+ALABAMA%2FFLORIDA+STATE+LINE+IN+DALE%2C+HOUSTON%2C+AND+GENEVA+COUNTIES%2C+ALABAMA.&rft.title=US+231%2FI-10+CONNECTOR%2C+FROM+US+231+NORTH+OF+DOTHAN+TO+THE+ALABAMA%2FFLORIDA+STATE+LINE+IN+DALE%2C+HOUSTON%2C+AND+GENEVA+COUNTIES%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 231/I-10 CONNECTOR, FROM US 231 NORTH OF DOTHAN TO THE ALABAMA/FLORIDA STATE LINE IN DALE, HOUSTON, AND GENEVA COUNTIES, ALABAMA. [Part 7 of 7] T2 - US 231/I-10 CONNECTOR, FROM US 231 NORTH OF DOTHAN TO THE ALABAMA/FLORIDA STATE LINE IN DALE, HOUSTON, AND GENEVA COUNTIES, ALABAMA. AN - 36380259; 13112-080010_0007 AB - PURPOSE: The construction of a 25-mile limited access highway from US 231 north of Dothan to the Alabama/Florida state line in Dale, Houston, and Geneva counties, Alabama is proposed. The primary transportation within the corridor is congestion on Ross Clarke Circle within the city of Dothan. The circle constitutes a link in US 231, US 431, and US 80 along with other state and local facilities. The project would allow through traffic to bypass Ross Clarke Circle. Four alternatives, including a No Build Alternative, are considered in this draft EIS. The preferred alternative (Alternative 1) would begin at US 231 approximately 1.7 miles north of the state line and extend northwestward, turn north, and then northwest again for approximately 3.3 miles to a proposed interchange with Country Road (CR) 203. From CR 203, the alternative would continue north to its proposed interchange with State Route (SR) 109, a distance of approximately 2.4 miles. From SR 109, the roadway would continue in a north/northwest direction to its proposed interchange with CR 93, a distance of 2.2 miles. At this point, the alignment would continue northward, then curve to the northwest, then turn back to the north to reach its proposed interchange with SR 52, a distance of 3.3 miles. Alternative 1 would then continue in a northward direction to an interchange with an unnamed county road near Joans Crossroads, a distance of 3.4 miles. From the unnamed country road , the road would curve slightly northeast for a distance of 1.9 miles to its proposed interchange with US 84. From U 84, the alignment would curve slightly to the northwest, then back to the north, where an interchange would be provided with CR 47; this segment would be 3.5 miles long. At this point, the alternative would travel northeastward for approximately 2.1 miles to its terminus at US 231, where another interchange would be provided. Estimated cost of the project is $183.9 million. POSITIVE IMPACTS: The new facility would reduce congestion within the corridor and on major arteries within Dothan and provide for safer travel and reasonable speed. NEGATIVE IMPACTS: The preferred alternative would result in the displacement of 88 residences, 11 businesses, and 1,035 acres of farmland. The facility would traverse floodplain and displace 70 acres of wetlands and require relocation of 5,492 linear feet of channel. Traffic generated noise levels would exceed federal standards in the vicinity of 23 sensitive receptor sites; two to 11 sites would experience increases of 15 decibels or more. Five cultural resource sites would be impacted; the eligibility for these sites to be included in the National Register of Historic Place has not yet been determined. Construction workers would encounter two sites containing hazardous wastes. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Transportation Equity Act for the 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080010, 788 pages, January 8, 2008 PY - 2008 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-08-1-D KW - Air Quality Assessments KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Transportation Equity Act for the 21st Century, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380259?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+231%2FI-10+CONNECTOR%2C+FROM+US+231+NORTH+OF+DOTHAN+TO+THE+ALABAMA%2FFLORIDA+STATE+LINE+IN+DALE%2C+HOUSTON%2C+AND+GENEVA+COUNTIES%2C+ALABAMA.&rft.title=US+231%2FI-10+CONNECTOR%2C+FROM+US+231+NORTH+OF+DOTHAN+TO+THE+ALABAMA%2FFLORIDA+STATE+LINE+IN+DALE%2C+HOUSTON%2C+AND+GENEVA+COUNTIES%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 8, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. AN - 36414787; 13108 AB - PURPOSE: The upgrading of Nebraska Route 35 (N-35) to a four-lane highway from Norfolk to South Sioux City, Madison, Stanton, Wayne, Dixon, and Dakota counties, Nebraska is proposed. The study corridor extends from southeastern Norfolk and proceeds to the northeast for approximately 66 miles, ending at a point where it joins US 20 or Interstate 129 (I-129) in South Sioux City. The existing alignment of N-35 includes seven miles of N-9 northeast of Wakefield and four miles of N-16 north and south of Wakefield. Communities along the study corridor include Norfolk, Hoskins, Winside, Wayne, Wakefield, Hubbard, Dakota City, and South Sioux City. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. The preferred alternative would provide for a four-lane facility, with 12-foot-wide travel lanes flanked by five-foot inside and 10-foot outside shoulders, and a median with a minimum width of 40 feet. The alignment would begin at US 275 southeast of Norfolk and follow the existing alignment of N-35 to a point west of Winside. At that location, the alignment would leave the present alignment, proceeding north and then east on new alignment and crossing N-15 south of Wayne. The alternative would then proceed northeast and rejoin existing N-35 northeast of Wakefield. The alignment would continue on existing N-35 to a point south of Hubbard, where it would leave the current alignment to bypass Hubbard on the east and then briefly rejoin N-35. West of N-110, the alignment would leave the current alignment again and curve north to parallel the alignment of N-111, terminating at US 20. POSITIVE IMPACTS: The project would improve mobility, accessibility, and connectivity within and throughout the region, improve safety, and provide a cost-effective transportation system. NEGATIVE IMPACTS: Rights-of-way acquisition for the preferred alternative would displace 1,538 acres of farmland and result in the segmentation of 67 fields and pastures. The project would take 53 acres of wetlands in 81 parcels, traverse 3,000 linear feet of forested land and six streams and the associated floodplains. The project would require the displacement of 15 houses, 28 outbuildings associated with active farmsteads, and two businesses. Traffic generated noise would exceed federal standards in the vicinity of 31 sensitive receptor sites. Businesses in bypassed towns would lose substantial trade. The facility would run close to three historic sites and would affect the interpretation of at least one of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080006, Draft EIS--311 pages and maps, Appendices--122 pages, Alternative Maps--211 pages (oversized, January 4, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-07-01-D KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Nebraska 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/36414787?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.title=SOUTH+DENALI+IMPLEMENTATION+PLAN%2C+DENALI+NATIONAL+PARK+AND+PRESERVE%2C+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. [Part 4 of 13] T2 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. AN - 36391003; 13108-080006_0004 AB - PURPOSE: The upgrading of Nebraska Route 35 (N-35) to a four-lane highway from Norfolk to South Sioux City, Madison, Stanton, Wayne, Dixon, and Dakota counties, Nebraska is proposed. The study corridor extends from southeastern Norfolk and proceeds to the northeast for approximately 66 miles, ending at a point where it joins US 20 or Interstate 129 (I-129) in South Sioux City. The existing alignment of N-35 includes seven miles of N-9 northeast of Wakefield and four miles of N-16 north and south of Wakefield. Communities along the study corridor include Norfolk, Hoskins, Winside, Wayne, Wakefield, Hubbard, Dakota City, and South Sioux City. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. The preferred alternative would provide for a four-lane facility, with 12-foot-wide travel lanes flanked by five-foot inside and 10-foot outside shoulders, and a median with a minimum width of 40 feet. The alignment would begin at US 275 southeast of Norfolk and follow the existing alignment of N-35 to a point west of Winside. At that location, the alignment would leave the present alignment, proceeding north and then east on new alignment and crossing N-15 south of Wayne. The alternative would then proceed northeast and rejoin existing N-35 northeast of Wakefield. The alignment would continue on existing N-35 to a point south of Hubbard, where it would leave the current alignment to bypass Hubbard on the east and then briefly rejoin N-35. West of N-110, the alignment would leave the current alignment again and curve north to parallel the alignment of N-111, terminating at US 20. POSITIVE IMPACTS: The project would improve mobility, accessibility, and connectivity within and throughout the region, improve safety, and provide a cost-effective transportation system. NEGATIVE IMPACTS: Rights-of-way acquisition for the preferred alternative would displace 1,538 acres of farmland and result in the segmentation of 67 fields and pastures. The project would take 53 acres of wetlands in 81 parcels, traverse 3,000 linear feet of forested land and six streams and the associated floodplains. The project would require the displacement of 15 houses, 28 outbuildings associated with active farmsteads, and two businesses. Traffic generated noise would exceed federal standards in the vicinity of 31 sensitive receptor sites. Businesses in bypassed towns would lose substantial trade. The facility would run close to three historic sites and would affect the interpretation of at least one of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080006, Draft EIS--311 pages and maps, Appendices--122 pages, Alternative Maps--211 pages (oversized, January 4, 2008 PY - 2008 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-07-01-D KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Nebraska 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/36391003?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.title=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. [Part 2 of 13] T2 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. AN - 36390912; 13108-080006_0002 AB - PURPOSE: The upgrading of Nebraska Route 35 (N-35) to a four-lane highway from Norfolk to South Sioux City, Madison, Stanton, Wayne, Dixon, and Dakota counties, Nebraska is proposed. The study corridor extends from southeastern Norfolk and proceeds to the northeast for approximately 66 miles, ending at a point where it joins US 20 or Interstate 129 (I-129) in South Sioux City. The existing alignment of N-35 includes seven miles of N-9 northeast of Wakefield and four miles of N-16 north and south of Wakefield. Communities along the study corridor include Norfolk, Hoskins, Winside, Wayne, Wakefield, Hubbard, Dakota City, and South Sioux City. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. The preferred alternative would provide for a four-lane facility, with 12-foot-wide travel lanes flanked by five-foot inside and 10-foot outside shoulders, and a median with a minimum width of 40 feet. The alignment would begin at US 275 southeast of Norfolk and follow the existing alignment of N-35 to a point west of Winside. At that location, the alignment would leave the present alignment, proceeding north and then east on new alignment and crossing N-15 south of Wayne. The alternative would then proceed northeast and rejoin existing N-35 northeast of Wakefield. The alignment would continue on existing N-35 to a point south of Hubbard, where it would leave the current alignment to bypass Hubbard on the east and then briefly rejoin N-35. West of N-110, the alignment would leave the current alignment again and curve north to parallel the alignment of N-111, terminating at US 20. POSITIVE IMPACTS: The project would improve mobility, accessibility, and connectivity within and throughout the region, improve safety, and provide a cost-effective transportation system. NEGATIVE IMPACTS: Rights-of-way acquisition for the preferred alternative would displace 1,538 acres of farmland and result in the segmentation of 67 fields and pastures. The project would take 53 acres of wetlands in 81 parcels, traverse 3,000 linear feet of forested land and six streams and the associated floodplains. The project would require the displacement of 15 houses, 28 outbuildings associated with active farmsteads, and two businesses. Traffic generated noise would exceed federal standards in the vicinity of 31 sensitive receptor sites. Businesses in bypassed towns would lose substantial trade. The facility would run close to three historic sites and would affect the interpretation of at least one of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080006, Draft EIS--311 pages and maps, Appendices--122 pages, Alternative Maps--211 pages (oversized, January 4, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-07-01-D KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Nebraska 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/36390912?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.title=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. [Part 11 of 13] T2 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. AN - 36390536; 13108-080006_0011 AB - PURPOSE: The upgrading of Nebraska Route 35 (N-35) to a four-lane highway from Norfolk to South Sioux City, Madison, Stanton, Wayne, Dixon, and Dakota counties, Nebraska is proposed. The study corridor extends from southeastern Norfolk and proceeds to the northeast for approximately 66 miles, ending at a point where it joins US 20 or Interstate 129 (I-129) in South Sioux City. The existing alignment of N-35 includes seven miles of N-9 northeast of Wakefield and four miles of N-16 north and south of Wakefield. Communities along the study corridor include Norfolk, Hoskins, Winside, Wayne, Wakefield, Hubbard, Dakota City, and South Sioux City. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. The preferred alternative would provide for a four-lane facility, with 12-foot-wide travel lanes flanked by five-foot inside and 10-foot outside shoulders, and a median with a minimum width of 40 feet. The alignment would begin at US 275 southeast of Norfolk and follow the existing alignment of N-35 to a point west of Winside. At that location, the alignment would leave the present alignment, proceeding north and then east on new alignment and crossing N-15 south of Wayne. The alternative would then proceed northeast and rejoin existing N-35 northeast of Wakefield. The alignment would continue on existing N-35 to a point south of Hubbard, where it would leave the current alignment to bypass Hubbard on the east and then briefly rejoin N-35. West of N-110, the alignment would leave the current alignment again and curve north to parallel the alignment of N-111, terminating at US 20. POSITIVE IMPACTS: The project would improve mobility, accessibility, and connectivity within and throughout the region, improve safety, and provide a cost-effective transportation system. NEGATIVE IMPACTS: Rights-of-way acquisition for the preferred alternative would displace 1,538 acres of farmland and result in the segmentation of 67 fields and pastures. The project would take 53 acres of wetlands in 81 parcels, traverse 3,000 linear feet of forested land and six streams and the associated floodplains. The project would require the displacement of 15 houses, 28 outbuildings associated with active farmsteads, and two businesses. Traffic generated noise would exceed federal standards in the vicinity of 31 sensitive receptor sites. Businesses in bypassed towns would lose substantial trade. The facility would run close to three historic sites and would affect the interpretation of at least one of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080006, Draft EIS--311 pages and maps, Appendices--122 pages, Alternative Maps--211 pages (oversized, January 4, 2008 PY - 2008 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-07-01-D KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Nebraska 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/36390536?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.title=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. [Part 12 of 13] T2 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. AN - 36390531; 13108-080006_0012 AB - PURPOSE: The upgrading of Nebraska Route 35 (N-35) to a four-lane highway from Norfolk to South Sioux City, Madison, Stanton, Wayne, Dixon, and Dakota counties, Nebraska is proposed. The study corridor extends from southeastern Norfolk and proceeds to the northeast for approximately 66 miles, ending at a point where it joins US 20 or Interstate 129 (I-129) in South Sioux City. The existing alignment of N-35 includes seven miles of N-9 northeast of Wakefield and four miles of N-16 north and south of Wakefield. Communities along the study corridor include Norfolk, Hoskins, Winside, Wayne, Wakefield, Hubbard, Dakota City, and South Sioux City. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. The preferred alternative would provide for a four-lane facility, with 12-foot-wide travel lanes flanked by five-foot inside and 10-foot outside shoulders, and a median with a minimum width of 40 feet. The alignment would begin at US 275 southeast of Norfolk and follow the existing alignment of N-35 to a point west of Winside. At that location, the alignment would leave the present alignment, proceeding north and then east on new alignment and crossing N-15 south of Wayne. The alternative would then proceed northeast and rejoin existing N-35 northeast of Wakefield. The alignment would continue on existing N-35 to a point south of Hubbard, where it would leave the current alignment to bypass Hubbard on the east and then briefly rejoin N-35. West of N-110, the alignment would leave the current alignment again and curve north to parallel the alignment of N-111, terminating at US 20. POSITIVE IMPACTS: The project would improve mobility, accessibility, and connectivity within and throughout the region, improve safety, and provide a cost-effective transportation system. NEGATIVE IMPACTS: Rights-of-way acquisition for the preferred alternative would displace 1,538 acres of farmland and result in the segmentation of 67 fields and pastures. The project would take 53 acres of wetlands in 81 parcels, traverse 3,000 linear feet of forested land and six streams and the associated floodplains. The project would require the displacement of 15 houses, 28 outbuildings associated with active farmsteads, and two businesses. Traffic generated noise would exceed federal standards in the vicinity of 31 sensitive receptor sites. Businesses in bypassed towns would lose substantial trade. The facility would run close to three historic sites and would affect the interpretation of at least one of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080006, Draft EIS--311 pages and maps, Appendices--122 pages, Alternative Maps--211 pages (oversized, January 4, 2008 PY - 2008 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-07-01-D KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Nebraska 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/36390531?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.title=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. [Part 13 of 13] T2 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. AN - 36390422; 13108-080006_0013 AB - PURPOSE: The upgrading of Nebraska Route 35 (N-35) to a four-lane highway from Norfolk to South Sioux City, Madison, Stanton, Wayne, Dixon, and Dakota counties, Nebraska is proposed. The study corridor extends from southeastern Norfolk and proceeds to the northeast for approximately 66 miles, ending at a point where it joins US 20 or Interstate 129 (I-129) in South Sioux City. The existing alignment of N-35 includes seven miles of N-9 northeast of Wakefield and four miles of N-16 north and south of Wakefield. Communities along the study corridor include Norfolk, Hoskins, Winside, Wayne, Wakefield, Hubbard, Dakota City, and South Sioux City. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. The preferred alternative would provide for a four-lane facility, with 12-foot-wide travel lanes flanked by five-foot inside and 10-foot outside shoulders, and a median with a minimum width of 40 feet. The alignment would begin at US 275 southeast of Norfolk and follow the existing alignment of N-35 to a point west of Winside. At that location, the alignment would leave the present alignment, proceeding north and then east on new alignment and crossing N-15 south of Wayne. The alternative would then proceed northeast and rejoin existing N-35 northeast of Wakefield. The alignment would continue on existing N-35 to a point south of Hubbard, where it would leave the current alignment to bypass Hubbard on the east and then briefly rejoin N-35. West of N-110, the alignment would leave the current alignment again and curve north to parallel the alignment of N-111, terminating at US 20. POSITIVE IMPACTS: The project would improve mobility, accessibility, and connectivity within and throughout the region, improve safety, and provide a cost-effective transportation system. NEGATIVE IMPACTS: Rights-of-way acquisition for the preferred alternative would displace 1,538 acres of farmland and result in the segmentation of 67 fields and pastures. The project would take 53 acres of wetlands in 81 parcels, traverse 3,000 linear feet of forested land and six streams and the associated floodplains. The project would require the displacement of 15 houses, 28 outbuildings associated with active farmsteads, and two businesses. Traffic generated noise would exceed federal standards in the vicinity of 31 sensitive receptor sites. Businesses in bypassed towns would lose substantial trade. The facility would run close to three historic sites and would affect the interpretation of at least one of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080006, Draft EIS--311 pages and maps, Appendices--122 pages, Alternative Maps--211 pages (oversized, January 4, 2008 PY - 2008 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-07-01-D KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Nebraska 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/36390422?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.title=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. [Part 7 of 13] T2 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. AN - 36389887; 13108-080006_0007 AB - PURPOSE: The upgrading of Nebraska Route 35 (N-35) to a four-lane highway from Norfolk to South Sioux City, Madison, Stanton, Wayne, Dixon, and Dakota counties, Nebraska is proposed. The study corridor extends from southeastern Norfolk and proceeds to the northeast for approximately 66 miles, ending at a point where it joins US 20 or Interstate 129 (I-129) in South Sioux City. The existing alignment of N-35 includes seven miles of N-9 northeast of Wakefield and four miles of N-16 north and south of Wakefield. Communities along the study corridor include Norfolk, Hoskins, Winside, Wayne, Wakefield, Hubbard, Dakota City, and South Sioux City. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. The preferred alternative would provide for a four-lane facility, with 12-foot-wide travel lanes flanked by five-foot inside and 10-foot outside shoulders, and a median with a minimum width of 40 feet. The alignment would begin at US 275 southeast of Norfolk and follow the existing alignment of N-35 to a point west of Winside. At that location, the alignment would leave the present alignment, proceeding north and then east on new alignment and crossing N-15 south of Wayne. The alternative would then proceed northeast and rejoin existing N-35 northeast of Wakefield. The alignment would continue on existing N-35 to a point south of Hubbard, where it would leave the current alignment to bypass Hubbard on the east and then briefly rejoin N-35. West of N-110, the alignment would leave the current alignment again and curve north to parallel the alignment of N-111, terminating at US 20. POSITIVE IMPACTS: The project would improve mobility, accessibility, and connectivity within and throughout the region, improve safety, and provide a cost-effective transportation system. NEGATIVE IMPACTS: Rights-of-way acquisition for the preferred alternative would displace 1,538 acres of farmland and result in the segmentation of 67 fields and pastures. The project would take 53 acres of wetlands in 81 parcels, traverse 3,000 linear feet of forested land and six streams and the associated floodplains. The project would require the displacement of 15 houses, 28 outbuildings associated with active farmsteads, and two businesses. Traffic generated noise would exceed federal standards in the vicinity of 31 sensitive receptor sites. Businesses in bypassed towns would lose substantial trade. The facility would run close to three historic sites and would affect the interpretation of at least one of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080006, Draft EIS--311 pages and maps, Appendices--122 pages, Alternative Maps--211 pages (oversized, January 4, 2008 PY - 2008 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-07-01-D KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Nebraska 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/36389887?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.title=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. [Part 9 of 13] T2 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. AN - 36389739; 13108-080006_0009 AB - PURPOSE: The upgrading of Nebraska Route 35 (N-35) to a four-lane highway from Norfolk to South Sioux City, Madison, Stanton, Wayne, Dixon, and Dakota counties, Nebraska is proposed. The study corridor extends from southeastern Norfolk and proceeds to the northeast for approximately 66 miles, ending at a point where it joins US 20 or Interstate 129 (I-129) in South Sioux City. The existing alignment of N-35 includes seven miles of N-9 northeast of Wakefield and four miles of N-16 north and south of Wakefield. Communities along the study corridor include Norfolk, Hoskins, Winside, Wayne, Wakefield, Hubbard, Dakota City, and South Sioux City. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. The preferred alternative would provide for a four-lane facility, with 12-foot-wide travel lanes flanked by five-foot inside and 10-foot outside shoulders, and a median with a minimum width of 40 feet. The alignment would begin at US 275 southeast of Norfolk and follow the existing alignment of N-35 to a point west of Winside. At that location, the alignment would leave the present alignment, proceeding north and then east on new alignment and crossing N-15 south of Wayne. The alternative would then proceed northeast and rejoin existing N-35 northeast of Wakefield. The alignment would continue on existing N-35 to a point south of Hubbard, where it would leave the current alignment to bypass Hubbard on the east and then briefly rejoin N-35. West of N-110, the alignment would leave the current alignment again and curve north to parallel the alignment of N-111, terminating at US 20. POSITIVE IMPACTS: The project would improve mobility, accessibility, and connectivity within and throughout the region, improve safety, and provide a cost-effective transportation system. NEGATIVE IMPACTS: Rights-of-way acquisition for the preferred alternative would displace 1,538 acres of farmland and result in the segmentation of 67 fields and pastures. The project would take 53 acres of wetlands in 81 parcels, traverse 3,000 linear feet of forested land and six streams and the associated floodplains. The project would require the displacement of 15 houses, 28 outbuildings associated with active farmsteads, and two businesses. Traffic generated noise would exceed federal standards in the vicinity of 31 sensitive receptor sites. Businesses in bypassed towns would lose substantial trade. The facility would run close to three historic sites and would affect the interpretation of at least one of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080006, Draft EIS--311 pages and maps, Appendices--122 pages, Alternative Maps--211 pages (oversized, January 4, 2008 PY - 2008 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-07-01-D KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Nebraska 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/36389739?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.title=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. [Part 3 of 13] T2 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. AN - 36389729; 13108-080006_0003 AB - PURPOSE: The upgrading of Nebraska Route 35 (N-35) to a four-lane highway from Norfolk to South Sioux City, Madison, Stanton, Wayne, Dixon, and Dakota counties, Nebraska is proposed. The study corridor extends from southeastern Norfolk and proceeds to the northeast for approximately 66 miles, ending at a point where it joins US 20 or Interstate 129 (I-129) in South Sioux City. The existing alignment of N-35 includes seven miles of N-9 northeast of Wakefield and four miles of N-16 north and south of Wakefield. Communities along the study corridor include Norfolk, Hoskins, Winside, Wayne, Wakefield, Hubbard, Dakota City, and South Sioux City. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. The preferred alternative would provide for a four-lane facility, with 12-foot-wide travel lanes flanked by five-foot inside and 10-foot outside shoulders, and a median with a minimum width of 40 feet. The alignment would begin at US 275 southeast of Norfolk and follow the existing alignment of N-35 to a point west of Winside. At that location, the alignment would leave the present alignment, proceeding north and then east on new alignment and crossing N-15 south of Wayne. The alternative would then proceed northeast and rejoin existing N-35 northeast of Wakefield. The alignment would continue on existing N-35 to a point south of Hubbard, where it would leave the current alignment to bypass Hubbard on the east and then briefly rejoin N-35. West of N-110, the alignment would leave the current alignment again and curve north to parallel the alignment of N-111, terminating at US 20. POSITIVE IMPACTS: The project would improve mobility, accessibility, and connectivity within and throughout the region, improve safety, and provide a cost-effective transportation system. NEGATIVE IMPACTS: Rights-of-way acquisition for the preferred alternative would displace 1,538 acres of farmland and result in the segmentation of 67 fields and pastures. The project would take 53 acres of wetlands in 81 parcels, traverse 3,000 linear feet of forested land and six streams and the associated floodplains. The project would require the displacement of 15 houses, 28 outbuildings associated with active farmsteads, and two businesses. Traffic generated noise would exceed federal standards in the vicinity of 31 sensitive receptor sites. Businesses in bypassed towns would lose substantial trade. The facility would run close to three historic sites and would affect the interpretation of at least one of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080006, Draft EIS--311 pages and maps, Appendices--122 pages, Alternative Maps--211 pages (oversized, January 4, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-07-01-D KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Nebraska 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/36389729?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.title=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080006/080006_0010.txt of 13] T2 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. AN - 36381912; 13108-080006_0010 AB - PURPOSE: The upgrading of Nebraska Route 35 (N-35) to a four-lane highway from Norfolk to South Sioux City, Madison, Stanton, Wayne, Dixon, and Dakota counties, Nebraska is proposed. The study corridor extends from southeastern Norfolk and proceeds to the northeast for approximately 66 miles, ending at a point where it joins US 20 or Interstate 129 (I-129) in South Sioux City. The existing alignment of N-35 includes seven miles of N-9 northeast of Wakefield and four miles of N-16 north and south of Wakefield. Communities along the study corridor include Norfolk, Hoskins, Winside, Wayne, Wakefield, Hubbard, Dakota City, and South Sioux City. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. The preferred alternative would provide for a four-lane facility, with 12-foot-wide travel lanes flanked by five-foot inside and 10-foot outside shoulders, and a median with a minimum width of 40 feet. The alignment would begin at US 275 southeast of Norfolk and follow the existing alignment of N-35 to a point west of Winside. At that location, the alignment would leave the present alignment, proceeding north and then east on new alignment and crossing N-15 south of Wayne. The alternative would then proceed northeast and rejoin existing N-35 northeast of Wakefield. The alignment would continue on existing N-35 to a point south of Hubbard, where it would leave the current alignment to bypass Hubbard on the east and then briefly rejoin N-35. West of N-110, the alignment would leave the current alignment again and curve north to parallel the alignment of N-111, terminating at US 20. POSITIVE IMPACTS: The project would improve mobility, accessibility, and connectivity within and throughout the region, improve safety, and provide a cost-effective transportation system. NEGATIVE IMPACTS: Rights-of-way acquisition for the preferred alternative would displace 1,538 acres of farmland and result in the segmentation of 67 fields and pastures. The project would take 53 acres of wetlands in 81 parcels, traverse 3,000 linear feet of forested land and six streams and the associated floodplains. The project would require the displacement of 15 houses, 28 outbuildings associated with active farmsteads, and two businesses. Traffic generated noise would exceed federal standards in the vicinity of 31 sensitive receptor sites. Businesses in bypassed towns would lose substantial trade. The facility would run close to three historic sites and would affect the interpretation of at least one of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080006, Draft EIS--311 pages and maps, Appendices--122 pages, Alternative Maps--211 pages (oversized, January 4, 2008 PY - 2008 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080006/080006_0010.txt KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-07-01-D KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Nebraska 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/36381912?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.title=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. [Part 6 of 13] T2 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. AN - 36380631; 13108-080006_0006 AB - PURPOSE: The upgrading of Nebraska Route 35 (N-35) to a four-lane highway from Norfolk to South Sioux City, Madison, Stanton, Wayne, Dixon, and Dakota counties, Nebraska is proposed. The study corridor extends from southeastern Norfolk and proceeds to the northeast for approximately 66 miles, ending at a point where it joins US 20 or Interstate 129 (I-129) in South Sioux City. The existing alignment of N-35 includes seven miles of N-9 northeast of Wakefield and four miles of N-16 north and south of Wakefield. Communities along the study corridor include Norfolk, Hoskins, Winside, Wayne, Wakefield, Hubbard, Dakota City, and South Sioux City. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. The preferred alternative would provide for a four-lane facility, with 12-foot-wide travel lanes flanked by five-foot inside and 10-foot outside shoulders, and a median with a minimum width of 40 feet. The alignment would begin at US 275 southeast of Norfolk and follow the existing alignment of N-35 to a point west of Winside. At that location, the alignment would leave the present alignment, proceeding north and then east on new alignment and crossing N-15 south of Wayne. The alternative would then proceed northeast and rejoin existing N-35 northeast of Wakefield. The alignment would continue on existing N-35 to a point south of Hubbard, where it would leave the current alignment to bypass Hubbard on the east and then briefly rejoin N-35. West of N-110, the alignment would leave the current alignment again and curve north to parallel the alignment of N-111, terminating at US 20. POSITIVE IMPACTS: The project would improve mobility, accessibility, and connectivity within and throughout the region, improve safety, and provide a cost-effective transportation system. NEGATIVE IMPACTS: Rights-of-way acquisition for the preferred alternative would displace 1,538 acres of farmland and result in the segmentation of 67 fields and pastures. The project would take 53 acres of wetlands in 81 parcels, traverse 3,000 linear feet of forested land and six streams and the associated floodplains. The project would require the displacement of 15 houses, 28 outbuildings associated with active farmsteads, and two businesses. Traffic generated noise would exceed federal standards in the vicinity of 31 sensitive receptor sites. Businesses in bypassed towns would lose substantial trade. The facility would run close to three historic sites and would affect the interpretation of at least one of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080006, Draft EIS--311 pages and maps, Appendices--122 pages, Alternative Maps--211 pages (oversized, January 4, 2008 PY - 2008 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-07-01-D KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Nebraska 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/36380631?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.title=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. [Part 5 of 13] T2 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. AN - 36380208; 13108-080006_0005 AB - PURPOSE: The upgrading of Nebraska Route 35 (N-35) to a four-lane highway from Norfolk to South Sioux City, Madison, Stanton, Wayne, Dixon, and Dakota counties, Nebraska is proposed. The study corridor extends from southeastern Norfolk and proceeds to the northeast for approximately 66 miles, ending at a point where it joins US 20 or Interstate 129 (I-129) in South Sioux City. The existing alignment of N-35 includes seven miles of N-9 northeast of Wakefield and four miles of N-16 north and south of Wakefield. Communities along the study corridor include Norfolk, Hoskins, Winside, Wayne, Wakefield, Hubbard, Dakota City, and South Sioux City. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. The preferred alternative would provide for a four-lane facility, with 12-foot-wide travel lanes flanked by five-foot inside and 10-foot outside shoulders, and a median with a minimum width of 40 feet. The alignment would begin at US 275 southeast of Norfolk and follow the existing alignment of N-35 to a point west of Winside. At that location, the alignment would leave the present alignment, proceeding north and then east on new alignment and crossing N-15 south of Wayne. The alternative would then proceed northeast and rejoin existing N-35 northeast of Wakefield. The alignment would continue on existing N-35 to a point south of Hubbard, where it would leave the current alignment to bypass Hubbard on the east and then briefly rejoin N-35. West of N-110, the alignment would leave the current alignment again and curve north to parallel the alignment of N-111, terminating at US 20. POSITIVE IMPACTS: The project would improve mobility, accessibility, and connectivity within and throughout the region, improve safety, and provide a cost-effective transportation system. NEGATIVE IMPACTS: Rights-of-way acquisition for the preferred alternative would displace 1,538 acres of farmland and result in the segmentation of 67 fields and pastures. The project would take 53 acres of wetlands in 81 parcels, traverse 3,000 linear feet of forested land and six streams and the associated floodplains. The project would require the displacement of 15 houses, 28 outbuildings associated with active farmsteads, and two businesses. Traffic generated noise would exceed federal standards in the vicinity of 31 sensitive receptor sites. Businesses in bypassed towns would lose substantial trade. The facility would run close to three historic sites and would affect the interpretation of at least one of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080006, Draft EIS--311 pages and maps, Appendices--122 pages, Alternative Maps--211 pages (oversized, January 4, 2008 PY - 2008 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-07-01-D KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Nebraska 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/36380208?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+OF+IBERIA%2C+LOUISIANA.&rft.title=PORT+OF+IBERIA%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. [Part 1 of 13] T2 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. AN - 36379923; 13108-080006_0001 AB - PURPOSE: The upgrading of Nebraska Route 35 (N-35) to a four-lane highway from Norfolk to South Sioux City, Madison, Stanton, Wayne, Dixon, and Dakota counties, Nebraska is proposed. The study corridor extends from southeastern Norfolk and proceeds to the northeast for approximately 66 miles, ending at a point where it joins US 20 or Interstate 129 (I-129) in South Sioux City. The existing alignment of N-35 includes seven miles of N-9 northeast of Wakefield and four miles of N-16 north and south of Wakefield. Communities along the study corridor include Norfolk, Hoskins, Winside, Wayne, Wakefield, Hubbard, Dakota City, and South Sioux City. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. The preferred alternative would provide for a four-lane facility, with 12-foot-wide travel lanes flanked by five-foot inside and 10-foot outside shoulders, and a median with a minimum width of 40 feet. The alignment would begin at US 275 southeast of Norfolk and follow the existing alignment of N-35 to a point west of Winside. At that location, the alignment would leave the present alignment, proceeding north and then east on new alignment and crossing N-15 south of Wayne. The alternative would then proceed northeast and rejoin existing N-35 northeast of Wakefield. The alignment would continue on existing N-35 to a point south of Hubbard, where it would leave the current alignment to bypass Hubbard on the east and then briefly rejoin N-35. West of N-110, the alignment would leave the current alignment again and curve north to parallel the alignment of N-111, terminating at US 20. POSITIVE IMPACTS: The project would improve mobility, accessibility, and connectivity within and throughout the region, improve safety, and provide a cost-effective transportation system. NEGATIVE IMPACTS: Rights-of-way acquisition for the preferred alternative would displace 1,538 acres of farmland and result in the segmentation of 67 fields and pastures. The project would take 53 acres of wetlands in 81 parcels, traverse 3,000 linear feet of forested land and six streams and the associated floodplains. The project would require the displacement of 15 houses, 28 outbuildings associated with active farmsteads, and two businesses. Traffic generated noise would exceed federal standards in the vicinity of 31 sensitive receptor sites. Businesses in bypassed towns would lose substantial trade. The facility would run close to three historic sites and would affect the interpretation of at least one of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080006, Draft EIS--311 pages and maps, Appendices--122 pages, Alternative Maps--211 pages (oversized, January 4, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-07-01-D KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Nebraska 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/36379923?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.title=NEBRASKA+HIGHWAY+35+%28N-35%29+CORRIDOR%2C+NORFOLK%2C+NEBRASKA+TO+SOUTH+SIOUX+CITY%2C+NEBRASKA%2C+MADISON%2C+STANTON%2C+WAYNE%2C+DIXON%2C+AND+DAKOTA+COUNTIES.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. [Part 8 of 13] T2 - NEBRASKA HIGHWAY 35 (N-35) CORRIDOR, NORFOLK, NEBRASKA TO SOUTH SIOUX CITY, NEBRASKA, MADISON, STANTON, WAYNE, DIXON, AND DAKOTA COUNTIES. AN - 36379909; 13108-080006_0008 AB - PURPOSE: The upgrading of Nebraska Route 35 (N-35) to a four-lane highway from Norfolk to South Sioux City, Madison, Stanton, Wayne, Dixon, and Dakota counties, Nebraska is proposed. The study corridor extends from southeastern Norfolk and proceeds to the northeast for approximately 66 miles, ending at a point where it joins US 20 or Interstate 129 (I-129) in South Sioux City. The existing alignment of N-35 includes seven miles of N-9 northeast of Wakefield and four miles of N-16 north and south of Wakefield. Communities along the study corridor include Norfolk, Hoskins, Winside, Wayne, Wakefield, Hubbard, Dakota City, and South Sioux City. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. The preferred alternative would provide for a four-lane facility, with 12-foot-wide travel lanes flanked by five-foot inside and 10-foot outside shoulders, and a median with a minimum width of 40 feet. The alignment would begin at US 275 southeast of Norfolk and follow the existing alignment of N-35 to a point west of Winside. At that location, the alignment would leave the present alignment, proceeding north and then east on new alignment and crossing N-15 south of Wayne. The alternative would then proceed northeast and rejoin existing N-35 northeast of Wakefield. The alignment would continue on existing N-35 to a point south of Hubbard, where it would leave the current alignment to bypass Hubbard on the east and then briefly rejoin N-35. West of N-110, the alignment would leave the current alignment again and curve north to parallel the alignment of N-111, terminating at US 20. POSITIVE IMPACTS: The project would improve mobility, accessibility, and connectivity within and throughout the region, improve safety, and provide a cost-effective transportation system. NEGATIVE IMPACTS: Rights-of-way acquisition for the preferred alternative would displace 1,538 acres of farmland and result in the segmentation of 67 fields and pastures. The project would take 53 acres of wetlands in 81 parcels, traverse 3,000 linear feet of forested land and six streams and the associated floodplains. The project would require the displacement of 15 houses, 28 outbuildings associated with active farmsteads, and two businesses. Traffic generated noise would exceed federal standards in the vicinity of 31 sensitive receptor sites. Businesses in bypassed towns would lose substantial trade. The facility would run close to three historic sites and would affect the interpretation of at least one of those sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080006, Draft EIS--311 pages and maps, Appendices--122 pages, Alternative Maps--211 pages (oversized, January 4, 2008 PY - 2008 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-07-01-D KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Nebraska 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/36379909?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+OF+IBERIA%2C+LOUISIANA.&rft.title=PORT+OF+IBERIA%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: January 4, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON AN - 36423685; 13091 AB - PURPOSE: The construction of a bypass arterial roadway in the eastern portion of the city of Issaquah, King County, Washington is proposed. Existing traffic volumes are impeding travel within the city; future growth is expected to worsen the problem. The proposed new north-south arterial would connect the Front Street in the south with Interstate 90 (I-90) at the Sunset Interchange in the north. The project design would include traffic control systems, pedestrian and bicycle trail connections, and stormwater management facilities. Seven alternatives, including a No Action Alternative (Alternative 7), were considered in the draft EIS of June 2000. Seven alternatives, including a No Action Alternative (Alternative 7), were considered in the supplement to the draft EIS. This final EIS considers seven alternatives, including a No Action Alternative (Alternative 7). The currently preferred alternative (Modified Alternative 5) would extend southward from a new T-intersection at East Sunset Way, following a portion of the former railroad rights-of-way and the base of Tiger Mountain. In the south, the road would follow an alignment along Sixth Avenue Southeast to a reconfigured intersection with Front Street South. The alignment would then pass the Issaquah Sportsmen's Clubhouse and the Issaquah School District athletic field. Subsequently, the alignment would follow the former railroad rights-of-way around the southern end of Issaquah High School. New traffic signals would be installed at East Sunset Way, the main entrance to a proposed mixed-use development (Park Pointe), a reconfigured intersection with Front Street South, and the new Second Avenue Southeast intersection. The proposed roadway would include two travel lanes in each direction, with center-turn and right-turn lanes at several locations. A hard surfaced pedestrian/bicycle trail would be provided along the entire western edge of the roadway. The rail would connect directly to the Rainier Trail, creating a nearly continuous path from the Issaquah Community Center to the Tiber Mountain trail system. In addition to new trailhead parking facilities at the eastern end of Southeast Andrews Street, this alternative would include trailhead parking with a direction connection to the High School Trail. Retaining walls as high as 50 feet would be provided along both sides of the southern portion of the roadway to minimize impacts to the north tributary of Issaquah Creek, adjacent wetlands, and nearby residential properties. Five stormwater pond systems would be constructed to accommodate surface drainage. Estimated cost of the preferred alternative is $43.5 million. POSITIVE IMPACTS: The project would significantly enhance north-south movements in the eastern portion of the city. Anticipated economic growth in the area would be supported. Air quality would improve within some segments of the corridor. NEGATIVE IMPACTS: Rights-of-way requirements would displace 25.9 acres of residential land and five single-family residences. Land from an elementary school and a high school would be taken. The historic White Swan Inn and the Sportsmen's Clubhouse, also an historic site, would be affected slightly. The facility would constitute a significant visual intrusion into the area. The project would require filling of 0.16 acre of class 2 wetlands and would affect 1.39 acres of wetland buffer area and 0.53 acre of riparian habitat. In addition to habitat fragmentation, approximately 25 acres of forest and shrub habitat would be displaced. Federally protected species, including chinook salmon, bull trout, coho salmon, and bald eagles, could be affected. Noise levels affecting receptors along the facility would increase by up to 15 decibels by the year 2030. Energy consumption resulting from vehicular traffic would increase by 10 percent by the same year. The facility would traverse and area affected by seismic activity. Runoff would increase by 12.5 acre-feet per year, and annual infiltration volumes would increase by 10.5 acre-feet. LEGAL MANDATES: Department of Transportation Act of 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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS and the draft supplement, see 00-0419D, Volume 24, Number 4 and 05-0090F, Volume 29, Number 1, respectively. JF - EPA number: 080000, Final EIS--672 pages and maps; Comment Letters and Technical Appendices--601 pages, January 2, 2008 PY - 2008 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-00-1-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Drainage KW - Endangered Species (Animals) KW - Fish KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Schools KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36423685?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON&rft.title=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 2, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON [Part 4 of 4] T2 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON AN - 36378926; 13091-080000_0004 AB - PURPOSE: The construction of a bypass arterial roadway in the eastern portion of the city of Issaquah, King County, Washington is proposed. Existing traffic volumes are impeding travel within the city; future growth is expected to worsen the problem. The proposed new north-south arterial would connect the Front Street in the south with Interstate 90 (I-90) at the Sunset Interchange in the north. The project design would include traffic control systems, pedestrian and bicycle trail connections, and stormwater management facilities. Seven alternatives, including a No Action Alternative (Alternative 7), were considered in the draft EIS of June 2000. Seven alternatives, including a No Action Alternative (Alternative 7), were considered in the supplement to the draft EIS. This final EIS considers seven alternatives, including a No Action Alternative (Alternative 7). The currently preferred alternative (Modified Alternative 5) would extend southward from a new T-intersection at East Sunset Way, following a portion of the former railroad rights-of-way and the base of Tiger Mountain. In the south, the road would follow an alignment along Sixth Avenue Southeast to a reconfigured intersection with Front Street South. The alignment would then pass the Issaquah Sportsmen's Clubhouse and the Issaquah School District athletic field. Subsequently, the alignment would follow the former railroad rights-of-way around the southern end of Issaquah High School. New traffic signals would be installed at East Sunset Way, the main entrance to a proposed mixed-use development (Park Pointe), a reconfigured intersection with Front Street South, and the new Second Avenue Southeast intersection. The proposed roadway would include two travel lanes in each direction, with center-turn and right-turn lanes at several locations. A hard surfaced pedestrian/bicycle trail would be provided along the entire western edge of the roadway. The rail would connect directly to the Rainier Trail, creating a nearly continuous path from the Issaquah Community Center to the Tiber Mountain trail system. In addition to new trailhead parking facilities at the eastern end of Southeast Andrews Street, this alternative would include trailhead parking with a direction connection to the High School Trail. Retaining walls as high as 50 feet would be provided along both sides of the southern portion of the roadway to minimize impacts to the north tributary of Issaquah Creek, adjacent wetlands, and nearby residential properties. Five stormwater pond systems would be constructed to accommodate surface drainage. Estimated cost of the preferred alternative is $43.5 million. POSITIVE IMPACTS: The project would significantly enhance north-south movements in the eastern portion of the city. Anticipated economic growth in the area would be supported. Air quality would improve within some segments of the corridor. NEGATIVE IMPACTS: Rights-of-way requirements would displace 25.9 acres of residential land and five single-family residences. Land from an elementary school and a high school would be taken. The historic White Swan Inn and the Sportsmen's Clubhouse, also an historic site, would be affected slightly. The facility would constitute a significant visual intrusion into the area. The project would require filling of 0.16 acre of class 2 wetlands and would affect 1.39 acres of wetland buffer area and 0.53 acre of riparian habitat. In addition to habitat fragmentation, approximately 25 acres of forest and shrub habitat would be displaced. Federally protected species, including chinook salmon, bull trout, coho salmon, and bald eagles, could be affected. Noise levels affecting receptors along the facility would increase by up to 15 decibels by the year 2030. Energy consumption resulting from vehicular traffic would increase by 10 percent by the same year. The facility would traverse and area affected by seismic activity. Runoff would increase by 12.5 acre-feet per year, and annual infiltration volumes would increase by 10.5 acre-feet. LEGAL MANDATES: Department of Transportation Act of 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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS and the draft supplement, see 00-0419D, Volume 24, Number 4 and 05-0090F, Volume 29, Number 1, respectively. JF - EPA number: 080000, Final EIS--672 pages and maps; Comment Letters and Technical Appendices--601 pages, January 2, 2008 PY - 2008 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-00-1-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Drainage KW - Endangered Species (Animals) KW - Fish KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Schools KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378926?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON&rft.title=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 2, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON [Part 3 of 4] T2 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON AN - 36378122; 13091-080000_0003 AB - PURPOSE: The construction of a bypass arterial roadway in the eastern portion of the city of Issaquah, King County, Washington is proposed. Existing traffic volumes are impeding travel within the city; future growth is expected to worsen the problem. The proposed new north-south arterial would connect the Front Street in the south with Interstate 90 (I-90) at the Sunset Interchange in the north. The project design would include traffic control systems, pedestrian and bicycle trail connections, and stormwater management facilities. Seven alternatives, including a No Action Alternative (Alternative 7), were considered in the draft EIS of June 2000. Seven alternatives, including a No Action Alternative (Alternative 7), were considered in the supplement to the draft EIS. This final EIS considers seven alternatives, including a No Action Alternative (Alternative 7). The currently preferred alternative (Modified Alternative 5) would extend southward from a new T-intersection at East Sunset Way, following a portion of the former railroad rights-of-way and the base of Tiger Mountain. In the south, the road would follow an alignment along Sixth Avenue Southeast to a reconfigured intersection with Front Street South. The alignment would then pass the Issaquah Sportsmen's Clubhouse and the Issaquah School District athletic field. Subsequently, the alignment would follow the former railroad rights-of-way around the southern end of Issaquah High School. New traffic signals would be installed at East Sunset Way, the main entrance to a proposed mixed-use development (Park Pointe), a reconfigured intersection with Front Street South, and the new Second Avenue Southeast intersection. The proposed roadway would include two travel lanes in each direction, with center-turn and right-turn lanes at several locations. A hard surfaced pedestrian/bicycle trail would be provided along the entire western edge of the roadway. The rail would connect directly to the Rainier Trail, creating a nearly continuous path from the Issaquah Community Center to the Tiber Mountain trail system. In addition to new trailhead parking facilities at the eastern end of Southeast Andrews Street, this alternative would include trailhead parking with a direction connection to the High School Trail. Retaining walls as high as 50 feet would be provided along both sides of the southern portion of the roadway to minimize impacts to the north tributary of Issaquah Creek, adjacent wetlands, and nearby residential properties. Five stormwater pond systems would be constructed to accommodate surface drainage. Estimated cost of the preferred alternative is $43.5 million. POSITIVE IMPACTS: The project would significantly enhance north-south movements in the eastern portion of the city. Anticipated economic growth in the area would be supported. Air quality would improve within some segments of the corridor. NEGATIVE IMPACTS: Rights-of-way requirements would displace 25.9 acres of residential land and five single-family residences. Land from an elementary school and a high school would be taken. The historic White Swan Inn and the Sportsmen's Clubhouse, also an historic site, would be affected slightly. The facility would constitute a significant visual intrusion into the area. The project would require filling of 0.16 acre of class 2 wetlands and would affect 1.39 acres of wetland buffer area and 0.53 acre of riparian habitat. In addition to habitat fragmentation, approximately 25 acres of forest and shrub habitat would be displaced. Federally protected species, including chinook salmon, bull trout, coho salmon, and bald eagles, could be affected. Noise levels affecting receptors along the facility would increase by up to 15 decibels by the year 2030. Energy consumption resulting from vehicular traffic would increase by 10 percent by the same year. The facility would traverse and area affected by seismic activity. Runoff would increase by 12.5 acre-feet per year, and annual infiltration volumes would increase by 10.5 acre-feet. LEGAL MANDATES: Department of Transportation Act of 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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS and the draft supplement, see 00-0419D, Volume 24, Number 4 and 05-0090F, Volume 29, Number 1, respectively. JF - EPA number: 080000, Final EIS--672 pages and maps; Comment Letters and Technical Appendices--601 pages, January 2, 2008 PY - 2008 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-00-1-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Drainage KW - Endangered Species (Animals) KW - Fish KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Schools KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378122?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORT+OF+IBERIA%2C+LOUISIANA.&rft.title=PORT+OF+IBERIA%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 2, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON [Part 2 of 4] T2 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON AN - 36373471; 13091-080000_0002 AB - PURPOSE: The construction of a bypass arterial roadway in the eastern portion of the city of Issaquah, King County, Washington is proposed. Existing traffic volumes are impeding travel within the city; future growth is expected to worsen the problem. The proposed new north-south arterial would connect the Front Street in the south with Interstate 90 (I-90) at the Sunset Interchange in the north. The project design would include traffic control systems, pedestrian and bicycle trail connections, and stormwater management facilities. Seven alternatives, including a No Action Alternative (Alternative 7), were considered in the draft EIS of June 2000. Seven alternatives, including a No Action Alternative (Alternative 7), were considered in the supplement to the draft EIS. This final EIS considers seven alternatives, including a No Action Alternative (Alternative 7). The currently preferred alternative (Modified Alternative 5) would extend southward from a new T-intersection at East Sunset Way, following a portion of the former railroad rights-of-way and the base of Tiger Mountain. In the south, the road would follow an alignment along Sixth Avenue Southeast to a reconfigured intersection with Front Street South. The alignment would then pass the Issaquah Sportsmen's Clubhouse and the Issaquah School District athletic field. Subsequently, the alignment would follow the former railroad rights-of-way around the southern end of Issaquah High School. New traffic signals would be installed at East Sunset Way, the main entrance to a proposed mixed-use development (Park Pointe), a reconfigured intersection with Front Street South, and the new Second Avenue Southeast intersection. The proposed roadway would include two travel lanes in each direction, with center-turn and right-turn lanes at several locations. A hard surfaced pedestrian/bicycle trail would be provided along the entire western edge of the roadway. The rail would connect directly to the Rainier Trail, creating a nearly continuous path from the Issaquah Community Center to the Tiber Mountain trail system. In addition to new trailhead parking facilities at the eastern end of Southeast Andrews Street, this alternative would include trailhead parking with a direction connection to the High School Trail. Retaining walls as high as 50 feet would be provided along both sides of the southern portion of the roadway to minimize impacts to the north tributary of Issaquah Creek, adjacent wetlands, and nearby residential properties. Five stormwater pond systems would be constructed to accommodate surface drainage. Estimated cost of the preferred alternative is $43.5 million. POSITIVE IMPACTS: The project would significantly enhance north-south movements in the eastern portion of the city. Anticipated economic growth in the area would be supported. Air quality would improve within some segments of the corridor. NEGATIVE IMPACTS: Rights-of-way requirements would displace 25.9 acres of residential land and five single-family residences. Land from an elementary school and a high school would be taken. The historic White Swan Inn and the Sportsmen's Clubhouse, also an historic site, would be affected slightly. The facility would constitute a significant visual intrusion into the area. The project would require filling of 0.16 acre of class 2 wetlands and would affect 1.39 acres of wetland buffer area and 0.53 acre of riparian habitat. In addition to habitat fragmentation, approximately 25 acres of forest and shrub habitat would be displaced. Federally protected species, including chinook salmon, bull trout, coho salmon, and bald eagles, could be affected. Noise levels affecting receptors along the facility would increase by up to 15 decibels by the year 2030. Energy consumption resulting from vehicular traffic would increase by 10 percent by the same year. The facility would traverse and area affected by seismic activity. Runoff would increase by 12.5 acre-feet per year, and annual infiltration volumes would increase by 10.5 acre-feet. LEGAL MANDATES: Department of Transportation Act of 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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS and the draft supplement, see 00-0419D, Volume 24, Number 4 and 05-0090F, Volume 29, Number 1, respectively. JF - EPA number: 080000, Final EIS--672 pages and maps; Comment Letters and Technical Appendices--601 pages, January 2, 2008 PY - 2008 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-00-1-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Drainage KW - Endangered Species (Animals) KW - Fish KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Schools KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373471?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON&rft.title=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 2, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON [Part 1 of 4] T2 - SOUTHEAST ISSAQUAH BYPASS, CITY OF ISSAQUAH, KING COUNTY, WASHINGTON AN - 36373416; 13091-080000_0001 AB - PURPOSE: The construction of a bypass arterial roadway in the eastern portion of the city of Issaquah, King County, Washington is proposed. Existing traffic volumes are impeding travel within the city; future growth is expected to worsen the problem. The proposed new north-south arterial would connect the Front Street in the south with Interstate 90 (I-90) at the Sunset Interchange in the north. The project design would include traffic control systems, pedestrian and bicycle trail connections, and stormwater management facilities. Seven alternatives, including a No Action Alternative (Alternative 7), were considered in the draft EIS of June 2000. Seven alternatives, including a No Action Alternative (Alternative 7), were considered in the supplement to the draft EIS. This final EIS considers seven alternatives, including a No Action Alternative (Alternative 7). The currently preferred alternative (Modified Alternative 5) would extend southward from a new T-intersection at East Sunset Way, following a portion of the former railroad rights-of-way and the base of Tiger Mountain. In the south, the road would follow an alignment along Sixth Avenue Southeast to a reconfigured intersection with Front Street South. The alignment would then pass the Issaquah Sportsmen's Clubhouse and the Issaquah School District athletic field. Subsequently, the alignment would follow the former railroad rights-of-way around the southern end of Issaquah High School. New traffic signals would be installed at East Sunset Way, the main entrance to a proposed mixed-use development (Park Pointe), a reconfigured intersection with Front Street South, and the new Second Avenue Southeast intersection. The proposed roadway would include two travel lanes in each direction, with center-turn and right-turn lanes at several locations. A hard surfaced pedestrian/bicycle trail would be provided along the entire western edge of the roadway. The rail would connect directly to the Rainier Trail, creating a nearly continuous path from the Issaquah Community Center to the Tiber Mountain trail system. In addition to new trailhead parking facilities at the eastern end of Southeast Andrews Street, this alternative would include trailhead parking with a direction connection to the High School Trail. Retaining walls as high as 50 feet would be provided along both sides of the southern portion of the roadway to minimize impacts to the north tributary of Issaquah Creek, adjacent wetlands, and nearby residential properties. Five stormwater pond systems would be constructed to accommodate surface drainage. Estimated cost of the preferred alternative is $43.5 million. POSITIVE IMPACTS: The project would significantly enhance north-south movements in the eastern portion of the city. Anticipated economic growth in the area would be supported. Air quality would improve within some segments of the corridor. NEGATIVE IMPACTS: Rights-of-way requirements would displace 25.9 acres of residential land and five single-family residences. Land from an elementary school and a high school would be taken. The historic White Swan Inn and the Sportsmen's Clubhouse, also an historic site, would be affected slightly. The facility would constitute a significant visual intrusion into the area. The project would require filling of 0.16 acre of class 2 wetlands and would affect 1.39 acres of wetland buffer area and 0.53 acre of riparian habitat. In addition to habitat fragmentation, approximately 25 acres of forest and shrub habitat would be displaced. Federally protected species, including chinook salmon, bull trout, coho salmon, and bald eagles, could be affected. Noise levels affecting receptors along the facility would increase by up to 15 decibels by the year 2030. Energy consumption resulting from vehicular traffic would increase by 10 percent by the same year. The facility would traverse and area affected by seismic activity. Runoff would increase by 12.5 acre-feet per year, and annual infiltration volumes would increase by 10.5 acre-feet. LEGAL MANDATES: Department of Transportation Act of 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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS and the draft supplement, see 00-0419D, Volume 24, Number 4 and 05-0090F, Volume 29, Number 1, respectively. JF - EPA number: 080000, Final EIS--672 pages and maps; Comment Letters and Technical Appendices--601 pages, January 2, 2008 PY - 2008 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-00-1-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Drainage KW - Endangered Species (Animals) KW - Fish KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Schools KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373416?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON&rft.title=SOUTHEAST+ISSAQUAH+BYPASS%2C+CITY+OF+ISSAQUAH%2C+KING+COUNTY%2C+WASHINGTON&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 2, 2008 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - The importance of geologic information in trenchless technology; information required, responsibilities of the geologist, and ethical issues AN - 755153335; 2010-078309 JF - AIPG Annual Meeting - Program AU - Davis, George H AU - Murphy, Barbara H AU - Font, Robert Y1 - 2008 PY - 2008 DA - 2008 SP - 38 PB - American Institute of Professional Geologists, [varies] VL - 45 KW - engineering geology KW - technology KW - trenches KW - geologists KW - information management KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/755153335?accountid=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=AIPG+Annual+Meeting+-+Program&rft.atitle=The+importance+of+geologic+information+in+trenchless+technology%3B+information+required%2C+responsibilities+of+the+geologist%2C+and+ethical+issues&rft.au=Davis%2C+George+H%3BMurphy%2C+Barbara+H%3BFont%2C+Robert&rft.aulast=Davis&rft.aufirst=George&rft.date=2008-01-01&rft.volume=45&rft.issue=&rft.spage=38&rft.isbn=&rft.btitle=&rft.title=AIPG+Annual+Meeting+-+Program&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - American Institute of Professional Geologists 45th annual meeting, Arizona Hydrological Society 21st annual symposium, 3rd International Professional Geology conference N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2010-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - #07078 N1 - SubjectsTermNotLitGenreText - engineering geology; geologists; information management; technology; trenches ER - TY - JOUR T1 - Avifauna and Human Disturbance Observations on Navassa Island AN - 745935464; 13108815 AB - Navassa Island and waters surrounding it were designated a National Wildlife Refuge (NWR) in 1999, becoming the eighth unit of the Caribbean Islands NWR Complex. Five expeditions to the island between July 1998 and October 2006 yielded 18 new records of birds, bringing the species list to 58. Winter mist netting allowed for the banding of several new species. Five seabird species roost and nest on Navassa Island including hundreds and thousands of magnificent frigate birds, Fregata magnificens, and red-footed boobies, Sula sula, respectively. Several grassland-associated bird species are now common, suggesting that this habitat has become more dominant during the last century. Habitat disturbance appears to primarily be the result of human caused fires. Future management efforts will focus on regulation of unauthorized hunting, fishing, and other public use, as well as control of non-native invasive species and restoration of subtropical dry forest. JF - Caribbean Journal of Science AU - Earsom, S D AU - Lombard, C AU - Schwagerl, J AU - Oland, J P AU - Miranda-Castro, L AD - Federal Highway Administration, Water & Ecosystems Team, 1200 New Jersey Ave., SE, Washington, DC 20590, USA, steve.earsom@dot.gov Y1 - 2008 PY - 2008 DA - 2008 SP - 246 EP - 251 VL - 44 IS - 2 SN - 0008-6452, 0008-6452 KW - Ecology Abstracts; Sustainability Science Abstracts KW - Mists KW - nests KW - dry forests KW - Nests KW - ASW, Caribbean Sea KW - Islands KW - invasive species KW - avifauna KW - Avifauna KW - Fires KW - new species KW - disturbance KW - Wildlife KW - Habitat KW - Dry forests KW - ASW, Caribbean Sea, Greater Antilles, Navassa I. KW - Aves KW - new records KW - Sula sula KW - winter KW - expeditions KW - Fregata magnificens KW - hunting KW - fishing KW - Hunting KW - Introduced species KW - Roosts KW - M3 1010:Issues in Sustainable Development KW - D 04040:Ecosystem and Ecology Studies UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/745935464?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aecology&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Caribbean+Journal+of+Science&rft.atitle=Avifauna+and+Human+Disturbance+Observations+on+Navassa+Island&rft.au=Earsom%2C+S+D%3BLombard%2C+C%3BSchwagerl%2C+J%3BOland%2C+J+P%3BMiranda-Castro%2C+L&rft.aulast=Earsom&rft.aufirst=S&rft.date=2008-01-01&rft.volume=44&rft.issue=2&rft.spage=246&rft.isbn=&rft.btitle=&rft.title=Caribbean+Journal+of+Science&rft.issn=00086452&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2010-07-01 N1 - Last updated - 2011-12-15 N1 - SubjectsTermNotLitGenreText - Fires; Islands; Dry forests; Introduced species; Hunting; Habitat; Nests; Roosts; Avifauna; disturbance; new species; Mists; Wildlife; nests; dry forests; new records; Aves; winter; expeditions; invasive species; hunting; fishing; avifauna; Sula sula; Fregata magnificens; ASW, Caribbean Sea; ASW, Caribbean Sea, Greater Antilles, Navassa I. ER - TY - JOUR T1 - The Ross Point landslide; an instrumental record of landslide reactivation AN - 50459739; 2009-038125 AB - In September 1998, a geotechnical investigation was initiated by the Washington State Department of Transportation (WSDOT) to assess stability of a slope in the vicinity of Ross Point, located along the State Route 166 (SR 166) corridor. The roadway lies at the base of a marine bluff composed of Pleistocene glacial and interglacial deposits, and it has a history of roadway closures associated with landslides and embankment failures. As part of the investigation, geotechnical test borings were drilled to define subsurface conditions, and inclinometer casing and open-standpipe piezometers were installed to monitor slope movement and groundwater levels. All drilling was completed and inclinometer and piezometer installations initialized by 30 December 1998. The Ross Point landslide occurred on 29 January 1999. This landslide is unique in that the subsurface conditions had been thoroughly characterized in a geotechnical investigation prior to failure, and rainfall and groundwater levels were being frequently monitored at the time of the failure. Although slope failures are common in the landslide sequence of Esperance Sand overlying Lawton Clay, monitoring of rainfall and groundwater levels prior to and during landslide failure is unique. The groundwater levels monitored within the Ross Point landslide mass showed a rapid response to intense rainfall events, whereas the groundwater response measured in boreholes located outside of the failure was subdued. Excessive pore-water pressures rapidly developed within the landslide mass following significant rainfall events. This rapid increase in pore-water pressure, coupled with high antecedent groundwater levels, is considered to be the critical factor in triggering the Ross Point landslide. Wood sampled from the lowest nonglacial sediments exposed at Ross Point yielded a (super 14) C date of 40,570+ or -700 yr B.P. and are considered to be the Olympia beds. JF - Reviews in Engineering Geology AU - Moses, Lynn J A2 - Baum, Rex L. A2 - Godt, Jonathan W. A2 - Highland, Lynn M. Y1 - 2008 PY - 2008 DA - 2008 SP - 167 EP - 181 PB - Geological Society of America (GSA), Boulder, CO VL - 20 SN - 0080-2018, 0080-2018 KW - United States KW - hydrology KW - Ross Point Landslide KW - failures KW - Washington KW - monitoring KW - hydraulics KW - isotopes KW - site exploration KW - rainfall KW - ground water KW - landslides KW - Puget Sound KW - radioactive isotopes KW - precipitation KW - carbon KW - mass movements KW - risk assessment KW - C-14 KW - slope stability KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50459739?accountid=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=Reviews+in+Engineering+Geology&rft.atitle=The+Ross+Point+landslide%3B+an+instrumental+record+of+landslide+reactivation&rft.au=Moses%2C+Lynn+J&rft.aulast=Moses&rft.aufirst=Lynn&rft.date=2008-01-01&rft.volume=20&rft.issue=&rft.spage=167&rft.isbn=&rft.btitle=&rft.title=Reviews+in+Engineering+Geology&rft.issn=00802018&rft_id=info:doi/10.1130%2F2008.4020%2810%29 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2009-01-01 N1 - Number of references - 17 N1 - PubXState - CO N1 - Document feature - illus. incl. 8 tables, geol. sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - GAEGA4 N1 - SubjectsTermNotLitGenreText - C-14; carbon; failures; ground water; hydraulics; hydrology; isotopes; landslides; mass movements; monitoring; precipitation; Puget Sound; radioactive isotopes; rainfall; risk assessment; Ross Point Landslide; site exploration; slope stability; United States; Washington DO - http://dx.doi.org/10.1130/2008.4020(10) ER - TY - JOUR T1 - Peat flow in Mercer Slough, Lake Washington AN - 50459652; 2009-038124 AB - Over the past four decades, ongoing deformation of an 18-m-thick peat deposit within the flat-lying Mercer Slough has resulted in damaging deflections, and near-collapse in three cases, of pile-supported Interstate 90 bridges and a major water line on the east side of the slough. The peat is partially underlain by a dense sand unit, which includes a highly pressurized aquifer that produces artesian flow 1-2.5 m above the ground surface. Inclinometers on the east side of the slough show the peat flowing toward the structures and then apparently directed west along the interstate centerline. Large displacements recorded in several inclinometers near the center of the slough suggest a length of deforming peat that approaches 600 m, which is likely initiating retrogressively. Potential causal mechanisms include poor engineering characteristics of the peat, presence of high hydrostatic pressure transmitted within and beneath the peat, seasonal water-level variations of Lake Washington and induced hydraulic gradients within the peat, dredging of the Mercer Slough channel, puncturing of the underlying aquifer by numerous pile foundations, and fill placement along the eastern margin of the slough. The peat is flowing around the pile/shaft foundations; however, excessive lateral loads are still being applied to the foundations in a poorly understood and unpredictable manner. The most severe deflections have occurred in the outermost structures where the peat is primarily flowing transverse to the structures. JF - Reviews in Engineering Geology AU - Badger, Thomas C A2 - Baum, Rex L. A2 - Godt, Jonathan W. A2 - Highland, Lynn M. Y1 - 2008 PY - 2008 DA - 2008 SP - 153 EP - 166 PB - Geological Society of America (GSA), Boulder, CO VL - 20 SN - 0080-2018, 0080-2018 KW - United States KW - Washington KW - inclinometers KW - loading KW - King County Washington KW - Lake Washington KW - deformation KW - ground water KW - peat KW - artesian waters KW - Mercer Slough KW - foundations KW - drawdown KW - sediments KW - piles KW - slope stability KW - peat flow KW - lateral loading KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50459652?accountid=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=Reviews+in+Engineering+Geology&rft.atitle=Peat+flow+in+Mercer+Slough%2C+Lake+Washington&rft.au=Badger%2C+Thomas+C&rft.aulast=Badger&rft.aufirst=Thomas&rft.date=2008-01-01&rft.volume=20&rft.issue=&rft.spage=153&rft.isbn=&rft.btitle=&rft.title=Reviews+in+Engineering+Geology&rft.issn=00802018&rft_id=info:doi/10.1130%2F2008.4020%2809%29 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2009-01-01 N1 - Number of references - 18 N1 - PubXState - CO N1 - Document feature - illus. incl. 1 table, geol. sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - GAEGA4 N1 - SubjectsTermNotLitGenreText - artesian waters; deformation; drawdown; foundations; ground water; inclinometers; King County Washington; Lake Washington; lateral loading; loading; Mercer Slough; peat; peat flow; piles; sediments; slope stability; United States; Washington DO - http://dx.doi.org/10.1130/2008.4020(09) ER - TY - JOUR T1 - Archaeology of Chinese immigrant and Chinese American communities AN - 37091121; 3841423 JF - Historical archaeology AU - Voss, Barbara L AU - Allen, Rebecca AU - Baxter, R Scott AU - Williams, Bryn AU - Greenwood, Roberta S AU - Slawson, Dana N AU - Bueren, Thad M. Van AU - Fosha, Rose Estep AU - Leatherman, Christopher AU - Smits, Nicholas J AU - Kraus-Friedberg, Chana AU - Costello, Julia G AU - Hallaran, Kevin AU - Warren, Keith AU - Akin, Margie AU - Mullins, Paul R AU - Yu, Connie Young AU - Wegars, Priscilla AU - Schulz, Peter D AD - Stanford University ; California Department of Transportation ; South Dakota State Historical Society ; Archaeological Investigations Northwest ; University Museum, Philadelphia ; Riverside Metropolitan Museum ; Applied Earthworks ; Indiana University ; University of Idaho ; California State Parks Y1 - 2008 PY - 2008 DA - 2008 SP - 1 EP - 171 VL - 42 IS - 3 SN - 0440-9213, 0440-9213 KW - Anthropology KW - Chinese-Americans KW - How, Wong KW - Portland KW - Deadwood KW - San Jose KW - Masculinity KW - Social organization KW - Farms KW - Artifacts KW - Architecture KW - Transnationalism KW - Chinese KW - Commodities KW - Funerary archaeology KW - California KW - Oregon KW - Marine resources KW - Mortuary customs KW - Asian-Americans KW - Protest movements KW - Tradition KW - Community KW - Academic discipline KW - Racism KW - Archaeological theory KW - Coastal areas KW - Men KW - 19th century KW - Immigrants KW - Material culture KW - Hawaii KW - Graves KW - Historians KW - U.S.A. KW - Burial KW - Plantations KW - Historical archaeology KW - Ceramics KW - Gambling KW - Coinage KW - Archaeological excavation KW - Identity KW - Bibliographies KW - Households KW - Natural resources KW - Gender KW - Historiography KW - 20th century KW - Agricultural workers KW - Games KW - South Dakota UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/37091121?accountid=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=Historical+archaeology&rft.atitle=Archaeology+of+Chinese+immigrant+and+Chinese+American+communities&rft.au=Voss%2C+Barbara+L%3BAllen%2C+Rebecca%3BBaxter%2C+R+Scott%3BWilliams%2C+Bryn%3BGreenwood%2C+Roberta+S%3BSlawson%2C+Dana+N%3BBueren%2C+Thad+M.+Van%3BFosha%2C+Rose+Estep%3BLeatherman%2C+Christopher%3BSmits%2C+Nicholas+J%3BKraus-Friedberg%2C+Chana%3BCostello%2C+Julia+G%3BHallaran%2C+Kevin%3BWarren%2C+Keith%3BAkin%2C+Margie%3BMullins%2C+Paul+R%3BYu%2C+Connie+Young%3BWegars%2C+Priscilla%3BSchulz%2C+Peter+D&rft.aulast=Voss&rft.aufirst=Barbara&rft.date=2008-01-01&rft.volume=42&rft.issue=3&rft.spage=1&rft.isbn=&rft.btitle=&rft.title=Historical+archaeology&rft.issn=04409213&rft_id=info:doi/ LA - English DB - International Bibliography of the Social Sciences (IBSS) N1 - Date revised - 2013-06-12 N1 - SuppNotes - Collection of 14 articles N1 - Last updated - 2013-09-16 N1 - SubjectsTermNotLitGenreText - 5875 1231; 2220 1335 4424; 1571 10685 1706 7464; 1239; 1334 1335 4424 961; 7805 3198 1077; 1304 7805 3198 1077; 475 8168 5889; 476 8168 5889; 5868 508 8864 10935 13682; 6191; 2547 3996; 6232 8037; 1205 4574; 2460 8235; 5401 7336 3198; 5404; 5368 1231; 9577 827; 5610 11215; 1836 5372 8301 3237 12867 11045; 8301 3237 12867; 12933; 2139 9958; 826 13682; 4819 756 4300; 7688 8570; 2427 2431 7197 8560 9511 4309 10738 12092; 12867; 8570; 7782 5421 6091; 7931 5421 6091; 5421 6091; 6040 5676; 1228 1231; 2603; 10367 9739; 10575 10566 3612 3549 2688 2449 10404 9680; 11878 9003; 504; 5888 504; 433 293 14; 72 433 293 14; 164 433 293 14; 314 433 293 14; 391 433 293 14 ER - TY - JOUR T1 - Late-nineteenth-century Chinese farm workers in the California mother lode AN - 37090463; 3841325 AB - Most archaeological studies of Chinese immigrants have focused on enclaves in cities, towns, villages, and work camps where insular tendencies are expected. This article focuses instead on the adaptations of Chinese immigrants employed at a small farm in the California Mother Lode region where they lived and worked in more ethnically mixed settings. Investigations at CA-AMA-364/H provide insights into adjustments made by the Chinese immigrants between 1851 and the turn of the century. Examination of a ledger left at the site in 1857 by a Chinese cook enhances those interpretations. JF - Historical archaeology AU - Bueren, Thad M. Van AD - California Department of Transportation Y1 - 2008 PY - 2008 DA - 2008 SP - 80 EP - 96 VL - 42 IS - 3 SN - 0440-9213, 0440-9213 KW - Anthropology KW - California KW - Farms KW - Social archaeology KW - 19th century KW - Immigrants KW - Agricultural workers KW - U.S.A. KW - Chinese KW - Historical archaeology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/37090463?accountid=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=Historical+archaeology&rft.atitle=Late-nineteenth-century+Chinese+farm+workers+in+the+California+mother+lode&rft.au=Bueren%2C+Thad+M.+Van&rft.aulast=Bueren&rft.aufirst=Thad+M.&rft.date=2008-01-01&rft.volume=42&rft.issue=3&rft.spage=80&rft.isbn=&rft.btitle=&rft.title=Historical+archaeology&rft.issn=04409213&rft_id=info:doi/ LA - English DB - International Bibliography of the Social Sciences (IBSS) N1 - Date revised - 2013-06-12 N1 - Last updated - 2013-09-16 N1 - SubjectsTermNotLitGenreText - 5875 1231; 475 8168 5889; 826 13682; 4819 756 4300; 11772 1231; 6232 8037; 2220 1335 4424; 433 293 14; 72 433 293 14 ER - TY - JOUR T1 - Geotechnical Field Testing AN - 210595872 AB - Use the dry-barrel sampler to obtain core samples for visual soil and bedrock classification and logging. The core sample obtained generally is in a disturbed condition due to the pressure applied when cutting the core and packing it into the barrel for recovery. The core is extracted from the barrel by water pressure. JF - National Driller AU - Anonymous Y1 - 2008/01// PY - 2008 DA - Jan 2008 SP - 46 EP - 48 CY - Troy PB - BNP Media VL - 29 IS - 1 SN - 15271501 KW - Petroleum And Gas KW - Drilling KW - Wells KW - Field study KW - Construction accidents & safety KW - Guidelines KW - Groundwater KW - Installations KW - United States--US KW - 9150:Guidelines KW - 8370:Construction & engineering industry KW - 9190:United States KW - 5340:Safety management UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/210595872?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aabitrade&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=National+Driller&rft.atitle=Geotechnical+Field+Testing&rft.au=Anonymous&rft.aulast=Anonymous&rft.aufirst=&rft.date=2008-01-01&rft.volume=29&rft.issue=1&rft.spage=46&rft.isbn=&rft.btitle=&rft.title=National+Driller&rft.issn=15271501&rft_id=info:doi/ LA - English DB - Entrepreneurship Database; ProQuest Central; ProQuest Environmental Science Collection N1 - Copyright - Copyright BNP Media Jan 2008 N1 - Document feature - Photographs N1 - Last updated - 2014-05-17 N1 - SubjectsTermNotLitGenreText - United States--US ER - TY - RPRT T1 - Flammability Characteristics of TKS Anti-Icing Fluid AN - 20116979; 9358882 AB - TKS anti-icing fluid is being used in a variety of platforms to provided anti-/deicing capability for smaller commercial aircraft. The flammable liquid is comprised of 85 percent ethylene glycol, 10 percent water, and 5 percent isopropyl alcohol, and questions about its potential hazards have been raised. These hazards include, but are not limited to, the heating of small puddles of fluid that were either spilled or leaked, dripping of the fluid on hot surfaces, and the contact of the fluid mist with ignition sources. Simple tests were performed to allow for a more basic characterization of the TKS anti-icing fluid flammability. These tests were (1) an ASTM D 56-87 flash point test, (2) a hot-pan flammability test, (3) a hot-surface ignition test, and (4) a spray flammability test. As expected, TKS anti-icing fluid is flammable under the correct conditions. The flash point was found to be approximately 150 degree F, but the fluid appears to have a very low energy release when reacting. The fluid will burn if heated in a pan to approximately 250 degree F and subjected to an ignition source, but burns relatively cool. When dripped onto a hot surface, the fluid does not react but will probably display relatively violent characteristics if heated in a confined space above 750 degree F (approximate autoignition temperature). The fluid will burn in a mist at ambient temperature and pressure when exposed to a flame, but will not sustain a reaction when the flaming ignition source is removed. Only sporadic ignitions (no fireball) confined to small areas were observed when the mist was ignited with a spark. JF - Flammability Characteristics of TKS Anti-Icing Fluid. 10 pp. Jan 2008. AU - Cavage, WM Y1 - 2008/01// PY - 2008 DA - Jan 2008 SP - 10 PB - Federal Aviation Administration, [URL:http://www.fire.tc.faa.gov] KW - Health & Safety Science Abstracts KW - DOT/FAA/AR-TN08/9 KW - Alcohol KW - Mists KW - Sprays KW - Temperature KW - Aircraft KW - confined spaces KW - Flammability KW - Deicers KW - H 7000:Fire Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20116979?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Health+%26+Safety+Science+Abstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=Cavage%2C+WM&rft.aulast=Cavage&rft.aufirst=WM&rft.date=2008-01-01&rft.volume=&rft.issue=&rft.spage=10&rft.isbn=&rft.btitle=Flammability+Characteristics+of+TKS+Anti-Icing+Fluid&rft.title=Flammability+Characteristics+of+TKS+Anti-Icing+Fluid&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-06-01 N1 - Last updated - 2011-12-14 ER - TY - JOUR T1 - Frontiers in geology AN - 1648907596; 2015-010883 JF - Field Trip Guidebook - Association of Missouri Geologists Y1 - 2008 PY - 2008 DA - 2008 SP - 94 PB - Association of Missouri Geologists, Rolla, MO VL - 55 KW - United States KW - Missouri KW - guidebook KW - field trips KW - areal geology KW - 13:Areal geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1648907596?accountid=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=Field+Trip+Guidebook+-+Association+of+Missouri+Geologists&rft.atitle=Frontiers+in+geology&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-01&rft.volume=55&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Field+Trip+Guidebook+-+Association+of+Missouri+Geologists&rft.issn=&rft_id=info:doi/ L2 - http://www.missourigeologists.org/Meeting2008/AMGguidebook2008.pdf http://www.missourigeologists.org/FieldtripsandGuidebooks.htm LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. N1 - Date revised - 2015-01-01 N1 - PubXState - MO N1 - SuppNotes - Individual papers are cited separately; guidebook from the 55th annual meeting and field trips of the Association of Missouri Geologists, Columbia, MO, Oct. 3-4, 2008 N1 - Last updated - 2015-01-29 N1 - CODEN - #06604 N1 - SubjectsTermNotLitGenreText - areal geology; field trips; guidebook; Missouri; United States ER - TY - JOUR T1 - A note regarding geologic mapping for trenchless technology AN - 1648907386; 2015-010887 JF - Field Trip Guidebook - Association of Missouri Geologists AU - Davis, George H Y1 - 2008 PY - 2008 DA - 2008 SP - 70 EP - 73 PB - Association of Missouri Geologists, Rolla, MO VL - 55 KW - soils KW - hydrology KW - soil mechanics KW - horizontal drilling KW - technology KW - geologic hazards KW - mapping KW - decision-making KW - depth KW - rock mechanics KW - trenchless technology KW - soil surveys KW - natural hazards KW - surveys KW - directional drilling KW - drilling KW - construction KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1648907386?accountid=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=Field+Trip+Guidebook+-+Association+of+Missouri+Geologists&rft.atitle=A+note+regarding+geologic+mapping+for+trenchless+technology&rft.au=Davis%2C+George+H&rft.aulast=Davis&rft.aufirst=George&rft.date=2008-01-01&rft.volume=55&rft.issue=&rft.spage=70&rft.isbn=&rft.btitle=&rft.title=Field+Trip+Guidebook+-+Association+of+Missouri+Geologists&rft.issn=&rft_id=info:doi/ L2 - http://www.missourigeologists.org/Meeting2008/AMGguidebook2008.pdf http://www.missourigeologists.org/FieldtripsandGuidebooks.htm LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. N1 - Date revised - 2015-01-01 N1 - Number of references - 3 N1 - PubXState - MO N1 - Last updated - 2015-01-29 N1 - CODEN - #06604 N1 - SubjectsTermNotLitGenreText - construction; decision-making; depth; directional drilling; drilling; geologic hazards; horizontal drilling; hydrology; mapping; natural hazards; rock mechanics; soil mechanics; soil surveys; soils; surveys; technology; trenchless technology ER - TY - JOUR T1 - Trenchless technology from the geologist's viewpoint AN - 1648907339; 2015-010884 JF - Field Trip Guidebook - Association of Missouri Geologists AU - Davis, George H Y1 - 2008 PY - 2008 DA - 2008 SP - 3 EP - 8 PB - Association of Missouri Geologists, Rolla, MO VL - 55 KW - United States KW - soil mechanics KW - horizontal drilling KW - technology KW - engineering properties KW - mapping KW - Missouri River valley KW - pipelines KW - engineering geology KW - railroads KW - trenchless technology KW - directional drilling KW - applications KW - drilling KW - construction KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1648907339?accountid=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=Field+Trip+Guidebook+-+Association+of+Missouri+Geologists&rft.atitle=Trenchless+technology+from+the+geologist%27s+viewpoint&rft.au=Davis%2C+George+H&rft.aulast=Davis&rft.aufirst=George&rft.date=2008-01-01&rft.volume=55&rft.issue=&rft.spage=3&rft.isbn=&rft.btitle=&rft.title=Field+Trip+Guidebook+-+Association+of+Missouri+Geologists&rft.issn=&rft_id=info:doi/ L2 - http://www.missourigeologists.org/Meeting2008/AMGguidebook2008.pdf http://www.missourigeologists.org/FieldtripsandGuidebooks.htm LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. N1 - Date revised - 2015-01-01 N1 - PubXState - MO N1 - Document feature - 1 table N1 - Last updated - 2015-01-29 N1 - CODEN - #06604 N1 - SubjectsTermNotLitGenreText - applications; construction; directional drilling; drilling; engineering geology; engineering properties; horizontal drilling; mapping; Missouri River valley; pipelines; railroads; roads; soil mechanics; technology; trenchless technology; United States ER - TY - JOUR T1 - Limitations on installation technology determined by soil type AN - 1648907310; 2015-010885 JF - Field Trip Guidebook - Association of Missouri Geologists AU - Davis, George H Y1 - 2008 PY - 2008 DA - 2008 SP - 9 EP - 43 PB - Association of Missouri Geologists, Rolla, MO VL - 55 KW - United States KW - soils KW - soil mechanics KW - horizontal drilling KW - technology KW - engineering properties KW - Missouri KW - excavations KW - rock mechanics KW - case studies KW - boreholes KW - classification KW - directional drilling KW - drilling KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1648907310?accountid=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=Field+Trip+Guidebook+-+Association+of+Missouri+Geologists&rft.atitle=Limitations+on+installation+technology+determined+by+soil+type&rft.au=Davis%2C+George+H&rft.aulast=Davis&rft.aufirst=George&rft.date=2008-01-01&rft.volume=55&rft.issue=&rft.spage=9&rft.isbn=&rft.btitle=&rft.title=Field+Trip+Guidebook+-+Association+of+Missouri+Geologists&rft.issn=&rft_id=info:doi/ L2 - http://www.missourigeologists.org/Meeting2008/AMGguidebook2008.pdf http://www.missourigeologists.org/FieldtripsandGuidebooks.htm LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. N1 - Date revised - 2015-01-01 N1 - Number of references - 5 N1 - PubXState - MO N1 - Document feature - illus. incl. 3 tables, sects. N1 - Last updated - 2015-01-29 N1 - CODEN - #06604 N1 - SubjectsTermNotLitGenreText - boreholes; case studies; classification; directional drilling; drilling; engineering properties; excavations; horizontal drilling; Missouri; rock mechanics; soil mechanics; soils; technology; United States ER - TY - JOUR T1 - GIS analysis of Les Bourgeois Vineyards, Rocheport, Missouri AN - 1648905526; 2015-010886 JF - Field Trip Guidebook - Association of Missouri Geologists AU - Barnard, Kathryn N AU - Evans, Kevin R AU - Davis, George H Y1 - 2008 PY - 2008 DA - 2008 SP - 44 EP - 69 PB - Association of Missouri Geologists, Rolla, MO VL - 55 KW - United States KW - soils KW - bedrock KW - tectonic elements KW - Boone County Missouri KW - Rocheport Missouri KW - Missouri KW - viticulture KW - agriculture KW - areal geology KW - terroirs KW - topography KW - geographic information systems KW - information systems KW - Les Bourgeois Vineyards KW - land use KW - faults KW - 13:Areal geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1648905526?accountid=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:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+REACELAND+TO+THE+DAVIS+POND+DIVERSION+CANAL%2C+SIU+1%2C+LAFURCHE+AND+ST.+CHARLES+PARISHES%2C+LOUISIANA.&rft.title=I-49+SOUTH%2C+REACELAND+TO+THE+DAVIS+POND+DIVERSION+CANAL%2C+SIU+1%2C+LAFURCHE+AND+ST.+CHARLES+PARISHES%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ L2 - http://www.missourigeologists.org/Meeting2008/AMGguidebook2008.pdf http://www.missourigeologists.org/FieldtripsandGuidebooks.htm LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. N1 - Date revised - 2015-01-01 N1 - Number of references - 35 N1 - PubXState - MO N1 - Document feature - illus. incl. sketch maps N1 - Last updated - 2015-01-29 N1 - CODEN - #06604 N1 - SubjectsTermNotLitGenreText - agriculture; areal geology; bedrock; Boone County Missouri; faults; geographic information systems; information systems; land use; Les Bourgeois Vineyards; Missouri; Rocheport Missouri; soils; tectonic elements; terroirs; topography; United States; viticulture ER - TY - RPRT T1 - PALM BEACH INTERNATIONAL AIRPORT, PALM BEACH COUNTY, FLORIDA. AN - 16381808; 13594 AB - PURPOSE: The review and approval of an airport layout plan for the construction and operation of airfield improvements at Palm Beach International Airport (PBIA), Palm Beach County, Florida are requested. PBIA, which is owned by the county and operated by Palm Beach County Department of Airports (DOA), is designated as a medium-hub commercial service airport and accounts for between 0.25 and 1.0 percent of total revenue passengers enplaned by U.S. flag air carriers in the United States. In 2006, 18 commercial passenger air carriers served the airport and accounted for 192,775 aircraft operations and more than 3.4 million passenger enplanements. These figures are expected to increase to 238,457 and 5.7 million by 2018. The currently insufficient annual and hourly capacity at PBIA and the unacceptable aircraft operational delays demand some sort of capacity-building response. Otherwise, by 2018, demand will exceed capacity by eight percent. Proposed improvements include relocation, extension, and widening of Runway 9R/27L to a length of 8,000 feet and a width of 150 feet; shortening Runway 13/31 to 4,000 feet; construction of nee taxiway and modification of existing taxiways; installation of navigation aids (localizer antenna) and implementation of GPS-based instrument procedures for the new Runway 9R/27L; installation runway and taxiway edge lights for new and relocated runways and taxiways;' acquisition of approximately 8.6 acres of land for the Runway 9R/27L protection zone; relocation of approximately 750 feet of the Airport West Canal; relocation of the existing general aviation support facilities from the southeast quadrant of the airport to the northwest quadrant of the airport; installation of two medium intensity runway lighting systems With runway alignment indicator lights beyond each end of the new Runway 9R/27L to support precision instrument approaches, and relocation of the very high frequency omni-directional range and remote transmitter/receiver. In addition to the DOA's proposed action, this draft EIS considers several on-site alternatives and several off-site alternatives, and a No Action Alternative. Cost of the DOA's proposal is estimated at $370 million. POSITIVE IMPACTS: By increasing capacity and efficiency of operations at the airport, the sponsor's proposal would relieve existing and anticipated overcrowding and the associated operational safety risks. Greater efficiency and capacity in the movement of passenger and cargo carriers would significantly enhance the local and regional economy. NEGATIVE IMPACTS: The improvements would require the displacement of five residential parcels and 15 off-site and four on-site business enterprises. Navigational and other facilities within the airport would also require relocation. The project would increase the area covered by impervious surface at the airport, increasing runoff and the delivery of pollutants to local surface flows. The area affected by aircraft noise would increase by 104 acres. Noise in excess of federal standards would affect 772 more residents living in 291 units, bringing the total number of residents and units affected to 957 and 386, respectively. LEGAL MANDATES: Airport and Airway Safety Expansion Act of 1987 (P.L. 100-223) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 080369, Draft EIS--651 pages and maps, Appendices A through I--477 pages and maps, Appendices J through L--821 pages, CD-ROM, 17, 2008 PY - 2008 KW - Air Transportation KW - Air Quality Assessments KW - Aircraft Noise KW - Airports KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Historic Sites Surveys KW - Navigation Aids KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Florida KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16381808?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2008-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PALM+BEACH+INTERNATIONAL+AIRPORT%2C+PALM+BEACH+COUNTY%2C+FLORIDA.&rft.title=PALM+BEACH+INTERNATIONAL+AIRPORT%2C+PALM+BEACH+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Orlando, Florida; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: 17, 2008 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR, HOUSTON, TEXAS (SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2007). AN - 36410803; 13417 AB - PURPOSE: The construction of transit facilities in the Southeast Corridor of the Houston Metropolitan Area of Texas is proposed. The services would be provided along a line extending from downtown Houston to east of Martin Luther King Boulevard to serve downtown Houston, the universities area (i.e., Texas Southern University and the University of Houston) and the Southeast Transit Center. The corridor is identified in both the Houston-Galveston Council 2025 Regional Transportation Plan and the 2025 METRO Solutions as a priority for transportation investment. A 6.8-mile minimum operable segment (MOS), extending from downtown Houston southeast along Scott Street and Griggs Road to the vicinity of Interstate 610, was identified. The MOS lies geographically within the limits of the locally preferred investment strategy alignment for the Southeast Corridor; the alignment extends southeast to Hobby Airport. Four alternatives, including a No-Build Alternative, were considered in the July 2006 draft EIS. The build alternatives include light rail transit (LRT), bus rapid transit (BRT) convertible to LRT, and BRT. BRT and LRT are part of a broader family of high capacity transit technology referred to as Guided Rapid Transit (GRT). BRT convertible is presented as an interim BRT solution capable to being converted to LRT when warranted by ridership and development. The build alternatives would provide for the provision of new fixed-guideway transit services in the corridor. The build alternatives considered two alignment options. The alignments would extend from Bagby in downtown Houston southeast to an end-of-the-line terminus on Griggs Road east of Martin Luther King Boulevard. Separate alignments for the LRT and the BRT alternatives have been identified between Bagby and St. Emanuel in the downtown area. The LRT alignment would be located on Capitol while the BRT alignment under both BRT alternatives would be located on Capitol and Risk. East of St. Emanuel, there would be a common alignment for the LRT and BRT alternatives extending east along Capitol and then south along Scott Street to Wheeler Street. From Wheeler Street to the end of the line, the build alternatives would consist of two alignment options: 1) the base alignment on Scott Street and Griggs Road and 2) the Wheeler-Martin Luther King Boulevard alignment on Wheeler Street, Martin Luther King Boulevard, and Griggs Road. Both alignment options would terminate on Griggs Road and Beekman Road east of Martin Luther King Boulevard. The build alternative would provide access at 10 to 11 stations, and include a park-and-ride lot at the Palm Center Station, which is the terminus for the project. This January 2007 final EIS considered the No-Build Alternative and the locally preferred alternative (LPA). The LPA would provide for the implementation of the BRT convertible option, which consists of a high-capacity transit technology (also known as a Guided Rapid Transit system) that would ultimately be converted to LRT when ridership and development warranted such a system. Capital costs for the LRT, BRT convertible, and BRT options range from $329 million to $361.1 million, $191 million to $223.7 million, and $155.7 million to $182.7 million, respectively. Since the publication of the final EIS, the forecast ridership and costs have been reanalyzed and the results of those analyses indicate that immediate LRT construction would be more cost-effective than implementation of the convertible BRT system followed by an LRT system in the future. Hence, this supplement to the final EIS proposes the construction of the LRT without a preceding BRT phase. The proposed LRT would consist of a fixed guideway in two segments, as follows: 1) the downtown LPA alignment, extending from Interstate 45 to Polk, would run along Capitol and Risk streets, between Texas and Scott streets, and along the Burlington Northern Santa Fe Railroad rights-of-way; and 2) the Polk-to-Beekman Road alignment would follow the Scott Street median, cross the northbound lanes of Scott Street south of its intersection with Simmons Street, proceed on University of Houston property, curve eastward along the north side of Wheeler Street, continue to a point between Cullen Boulevard, cross Wheeler Street into an exclusive rights-of-way along the south side of the street, proceed eastward to Calhoun Road, where it would turn south at-grade into the median of Martin Luther King Boulevard and follow an alignment south of Griggs Road and east to the end of the line at Beekman Road. The fixed guideway would primarily use existing city street rights-of-way for its 26- to 34-foot-wide operating corridor. Cost of the LPA system is estimated at $604.7 million in 2007 dollars. In addition to the LRT alternative, this supplemental EIS considers a No-Build Alternative. POSITIVE IMPACTS: The BRT or LRT would provide the necessary capacity to accommodate existing and future transit demands along the corridor. Access to major activity centers, including downtown Houston, the universities area, and the Texas Medical Center, would be enhanced. Neighborhood revitalization and economic development along the corridor would receive significant support. Reduced use of automobiles would decrease air pollution and traffic and ease the parking shortage. Base employment during construction for the LPA would result in the creation of 703 jobs over a three-year period. Operation of the LRT system would require the employment of 100 workers. NEGATIVE IMPACTS: Rights-of-way development for the LPA would require the acquisition of 55 whole parcels, including 27 residential, 23 commercial, and five other properties, as well as 85 partial parcels, affecting seven residential, 70 commercial, and 11 other properties. Relocation of 46 residences and 39 businesses would be required. The LPA would traverse MacGregor Park. Surface waters of Brays Bayou could be affected due to increased runoff, which would contain contaminants. Acquisition of land and two contributing properties and displacement of one contributing property within one the Third Ward East Historic District would be required. The system infrastructure and vehicles would intrude visually on corridor visual aesthetics. Construction workers would encounter eight hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Laws (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 06-0575D, Volume 30, Number 4 and 07-0127F, Volume 31, Number 1, respectively. JF - EPA number: 080179, Final EIS--781 pages, Maps--24 pages (oversize, December 28, 2007 PY - 2007 KW - Roads and Railroads KW - Creeks KW - Employment KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Motor Vehicles KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Site Planning KW - Transportation KW - Texas KW - Department of Transportation Act of 1966, Parks KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410803?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR%2C+HOUSTON%2C+TEXAS+%28SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2007%29.&rft.title=SOUTHEAST+CORRIDOR%2C+HOUSTON%2C+TEXAS+%28SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2007%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 28, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR, HOUSTON, TEXAS (SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2007). [Part 3 of 4] T2 - SOUTHEAST CORRIDOR, HOUSTON, TEXAS (SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2007). AN - 36396215; 13417-080179_0003 AB - PURPOSE: The construction of transit facilities in the Southeast Corridor of the Houston Metropolitan Area of Texas is proposed. The services would be provided along a line extending from downtown Houston to east of Martin Luther King Boulevard to serve downtown Houston, the universities area (i.e., Texas Southern University and the University of Houston) and the Southeast Transit Center. The corridor is identified in both the Houston-Galveston Council 2025 Regional Transportation Plan and the 2025 METRO Solutions as a priority for transportation investment. A 6.8-mile minimum operable segment (MOS), extending from downtown Houston southeast along Scott Street and Griggs Road to the vicinity of Interstate 610, was identified. The MOS lies geographically within the limits of the locally preferred investment strategy alignment for the Southeast Corridor; the alignment extends southeast to Hobby Airport. Four alternatives, including a No-Build Alternative, were considered in the July 2006 draft EIS. The build alternatives include light rail transit (LRT), bus rapid transit (BRT) convertible to LRT, and BRT. BRT and LRT are part of a broader family of high capacity transit technology referred to as Guided Rapid Transit (GRT). BRT convertible is presented as an interim BRT solution capable to being converted to LRT when warranted by ridership and development. The build alternatives would provide for the provision of new fixed-guideway transit services in the corridor. The build alternatives considered two alignment options. The alignments would extend from Bagby in downtown Houston southeast to an end-of-the-line terminus on Griggs Road east of Martin Luther King Boulevard. Separate alignments for the LRT and the BRT alternatives have been identified between Bagby and St. Emanuel in the downtown area. The LRT alignment would be located on Capitol while the BRT alignment under both BRT alternatives would be located on Capitol and Risk. East of St. Emanuel, there would be a common alignment for the LRT and BRT alternatives extending east along Capitol and then south along Scott Street to Wheeler Street. From Wheeler Street to the end of the line, the build alternatives would consist of two alignment options: 1) the base alignment on Scott Street and Griggs Road and 2) the Wheeler-Martin Luther King Boulevard alignment on Wheeler Street, Martin Luther King Boulevard, and Griggs Road. Both alignment options would terminate on Griggs Road and Beekman Road east of Martin Luther King Boulevard. The build alternative would provide access at 10 to 11 stations, and include a park-and-ride lot at the Palm Center Station, which is the terminus for the project. This January 2007 final EIS considered the No-Build Alternative and the locally preferred alternative (LPA). The LPA would provide for the implementation of the BRT convertible option, which consists of a high-capacity transit technology (also known as a Guided Rapid Transit system) that would ultimately be converted to LRT when ridership and development warranted such a system. Capital costs for the LRT, BRT convertible, and BRT options range from $329 million to $361.1 million, $191 million to $223.7 million, and $155.7 million to $182.7 million, respectively. Since the publication of the final EIS, the forecast ridership and costs have been reanalyzed and the results of those analyses indicate that immediate LRT construction would be more cost-effective than implementation of the convertible BRT system followed by an LRT system in the future. Hence, this supplement to the final EIS proposes the construction of the LRT without a preceding BRT phase. The proposed LRT would consist of a fixed guideway in two segments, as follows: 1) the downtown LPA alignment, extending from Interstate 45 to Polk, would run along Capitol and Risk streets, between Texas and Scott streets, and along the Burlington Northern Santa Fe Railroad rights-of-way; and 2) the Polk-to-Beekman Road alignment would follow the Scott Street median, cross the northbound lanes of Scott Street south of its intersection with Simmons Street, proceed on University of Houston property, curve eastward along the north side of Wheeler Street, continue to a point between Cullen Boulevard, cross Wheeler Street into an exclusive rights-of-way along the south side of the street, proceed eastward to Calhoun Road, where it would turn south at-grade into the median of Martin Luther King Boulevard and follow an alignment south of Griggs Road and east to the end of the line at Beekman Road. The fixed guideway would primarily use existing city street rights-of-way for its 26- to 34-foot-wide operating corridor. Cost of the LPA system is estimated at $604.7 million in 2007 dollars. In addition to the LRT alternative, this supplemental EIS considers a No-Build Alternative. POSITIVE IMPACTS: The BRT or LRT would provide the necessary capacity to accommodate existing and future transit demands along the corridor. Access to major activity centers, including downtown Houston, the universities area, and the Texas Medical Center, would be enhanced. Neighborhood revitalization and economic development along the corridor would receive significant support. Reduced use of automobiles would decrease air pollution and traffic and ease the parking shortage. Base employment during construction for the LPA would result in the creation of 703 jobs over a three-year period. Operation of the LRT system would require the employment of 100 workers. NEGATIVE IMPACTS: Rights-of-way development for the LPA would require the acquisition of 55 whole parcels, including 27 residential, 23 commercial, and five other properties, as well as 85 partial parcels, affecting seven residential, 70 commercial, and 11 other properties. Relocation of 46 residences and 39 businesses would be required. The LPA would traverse MacGregor Park. Surface waters of Brays Bayou could be affected due to increased runoff, which would contain contaminants. Acquisition of land and two contributing properties and displacement of one contributing property within one the Third Ward East Historic District would be required. The system infrastructure and vehicles would intrude visually on corridor visual aesthetics. Construction workers would encounter eight hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Laws (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 06-0575D, Volume 30, Number 4 and 07-0127F, Volume 31, Number 1, respectively. JF - EPA number: 080179, Final EIS--781 pages, Maps--24 pages (oversize, December 28, 2007 PY - 2007 VL - 3 KW - Roads and Railroads KW - Creeks KW - Employment KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Motor Vehicles KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Site Planning KW - Transportation KW - Texas KW - Department of Transportation Act of 1966, Parks KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36396215?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR%2C+HOUSTON%2C+TEXAS+%28SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2007%29.&rft.title=SOUTHEAST+CORRIDOR%2C+HOUSTON%2C+TEXAS+%28SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2007%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 28, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR, HOUSTON, TEXAS (SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2007). [Part 4 of 4] T2 - SOUTHEAST CORRIDOR, HOUSTON, TEXAS (SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2007). AN - 36389124; 13417-080179_0004 AB - PURPOSE: The construction of transit facilities in the Southeast Corridor of the Houston Metropolitan Area of Texas is proposed. The services would be provided along a line extending from downtown Houston to east of Martin Luther King Boulevard to serve downtown Houston, the universities area (i.e., Texas Southern University and the University of Houston) and the Southeast Transit Center. The corridor is identified in both the Houston-Galveston Council 2025 Regional Transportation Plan and the 2025 METRO Solutions as a priority for transportation investment. A 6.8-mile minimum operable segment (MOS), extending from downtown Houston southeast along Scott Street and Griggs Road to the vicinity of Interstate 610, was identified. The MOS lies geographically within the limits of the locally preferred investment strategy alignment for the Southeast Corridor; the alignment extends southeast to Hobby Airport. Four alternatives, including a No-Build Alternative, were considered in the July 2006 draft EIS. The build alternatives include light rail transit (LRT), bus rapid transit (BRT) convertible to LRT, and BRT. BRT and LRT are part of a broader family of high capacity transit technology referred to as Guided Rapid Transit (GRT). BRT convertible is presented as an interim BRT solution capable to being converted to LRT when warranted by ridership and development. The build alternatives would provide for the provision of new fixed-guideway transit services in the corridor. The build alternatives considered two alignment options. The alignments would extend from Bagby in downtown Houston southeast to an end-of-the-line terminus on Griggs Road east of Martin Luther King Boulevard. Separate alignments for the LRT and the BRT alternatives have been identified between Bagby and St. Emanuel in the downtown area. The LRT alignment would be located on Capitol while the BRT alignment under both BRT alternatives would be located on Capitol and Risk. East of St. Emanuel, there would be a common alignment for the LRT and BRT alternatives extending east along Capitol and then south along Scott Street to Wheeler Street. From Wheeler Street to the end of the line, the build alternatives would consist of two alignment options: 1) the base alignment on Scott Street and Griggs Road and 2) the Wheeler-Martin Luther King Boulevard alignment on Wheeler Street, Martin Luther King Boulevard, and Griggs Road. Both alignment options would terminate on Griggs Road and Beekman Road east of Martin Luther King Boulevard. The build alternative would provide access at 10 to 11 stations, and include a park-and-ride lot at the Palm Center Station, which is the terminus for the project. This January 2007 final EIS considered the No-Build Alternative and the locally preferred alternative (LPA). The LPA would provide for the implementation of the BRT convertible option, which consists of a high-capacity transit technology (also known as a Guided Rapid Transit system) that would ultimately be converted to LRT when ridership and development warranted such a system. Capital costs for the LRT, BRT convertible, and BRT options range from $329 million to $361.1 million, $191 million to $223.7 million, and $155.7 million to $182.7 million, respectively. Since the publication of the final EIS, the forecast ridership and costs have been reanalyzed and the results of those analyses indicate that immediate LRT construction would be more cost-effective than implementation of the convertible BRT system followed by an LRT system in the future. Hence, this supplement to the final EIS proposes the construction of the LRT without a preceding BRT phase. The proposed LRT would consist of a fixed guideway in two segments, as follows: 1) the downtown LPA alignment, extending from Interstate 45 to Polk, would run along Capitol and Risk streets, between Texas and Scott streets, and along the Burlington Northern Santa Fe Railroad rights-of-way; and 2) the Polk-to-Beekman Road alignment would follow the Scott Street median, cross the northbound lanes of Scott Street south of its intersection with Simmons Street, proceed on University of Houston property, curve eastward along the north side of Wheeler Street, continue to a point between Cullen Boulevard, cross Wheeler Street into an exclusive rights-of-way along the south side of the street, proceed eastward to Calhoun Road, where it would turn south at-grade into the median of Martin Luther King Boulevard and follow an alignment south of Griggs Road and east to the end of the line at Beekman Road. The fixed guideway would primarily use existing city street rights-of-way for its 26- to 34-foot-wide operating corridor. Cost of the LPA system is estimated at $604.7 million in 2007 dollars. In addition to the LRT alternative, this supplemental EIS considers a No-Build Alternative. POSITIVE IMPACTS: The BRT or LRT would provide the necessary capacity to accommodate existing and future transit demands along the corridor. Access to major activity centers, including downtown Houston, the universities area, and the Texas Medical Center, would be enhanced. Neighborhood revitalization and economic development along the corridor would receive significant support. Reduced use of automobiles would decrease air pollution and traffic and ease the parking shortage. Base employment during construction for the LPA would result in the creation of 703 jobs over a three-year period. Operation of the LRT system would require the employment of 100 workers. NEGATIVE IMPACTS: Rights-of-way development for the LPA would require the acquisition of 55 whole parcels, including 27 residential, 23 commercial, and five other properties, as well as 85 partial parcels, affecting seven residential, 70 commercial, and 11 other properties. Relocation of 46 residences and 39 businesses would be required. The LPA would traverse MacGregor Park. Surface waters of Brays Bayou could be affected due to increased runoff, which would contain contaminants. Acquisition of land and two contributing properties and displacement of one contributing property within one the Third Ward East Historic District would be required. The system infrastructure and vehicles would intrude visually on corridor visual aesthetics. Construction workers would encounter eight hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Laws (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 06-0575D, Volume 30, Number 4 and 07-0127F, Volume 31, Number 1, respectively. JF - EPA number: 080179, Final EIS--781 pages, Maps--24 pages (oversize, December 28, 2007 PY - 2007 VL - 4 KW - Roads and Railroads KW - Creeks KW - Employment KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Motor Vehicles KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Site Planning KW - Transportation KW - Texas KW - Department of Transportation Act of 1966, Parks KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389124?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR%2C+HOUSTON%2C+TEXAS+%28SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2007%29.&rft.title=SOUTHEAST+CORRIDOR%2C+HOUSTON%2C+TEXAS+%28SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2007%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 28, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR, HOUSTON, TEXAS (SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2007). [Part 1 of 4] T2 - SOUTHEAST CORRIDOR, HOUSTON, TEXAS (SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2007). AN - 36383821; 13417-080179_0001 AB - PURPOSE: The construction of transit facilities in the Southeast Corridor of the Houston Metropolitan Area of Texas is proposed. The services would be provided along a line extending from downtown Houston to east of Martin Luther King Boulevard to serve downtown Houston, the universities area (i.e., Texas Southern University and the University of Houston) and the Southeast Transit Center. The corridor is identified in both the Houston-Galveston Council 2025 Regional Transportation Plan and the 2025 METRO Solutions as a priority for transportation investment. A 6.8-mile minimum operable segment (MOS), extending from downtown Houston southeast along Scott Street and Griggs Road to the vicinity of Interstate 610, was identified. The MOS lies geographically within the limits of the locally preferred investment strategy alignment for the Southeast Corridor; the alignment extends southeast to Hobby Airport. Four alternatives, including a No-Build Alternative, were considered in the July 2006 draft EIS. The build alternatives include light rail transit (LRT), bus rapid transit (BRT) convertible to LRT, and BRT. BRT and LRT are part of a broader family of high capacity transit technology referred to as Guided Rapid Transit (GRT). BRT convertible is presented as an interim BRT solution capable to being converted to LRT when warranted by ridership and development. The build alternatives would provide for the provision of new fixed-guideway transit services in the corridor. The build alternatives considered two alignment options. The alignments would extend from Bagby in downtown Houston southeast to an end-of-the-line terminus on Griggs Road east of Martin Luther King Boulevard. Separate alignments for the LRT and the BRT alternatives have been identified between Bagby and St. Emanuel in the downtown area. The LRT alignment would be located on Capitol while the BRT alignment under both BRT alternatives would be located on Capitol and Risk. East of St. Emanuel, there would be a common alignment for the LRT and BRT alternatives extending east along Capitol and then south along Scott Street to Wheeler Street. From Wheeler Street to the end of the line, the build alternatives would consist of two alignment options: 1) the base alignment on Scott Street and Griggs Road and 2) the Wheeler-Martin Luther King Boulevard alignment on Wheeler Street, Martin Luther King Boulevard, and Griggs Road. Both alignment options would terminate on Griggs Road and Beekman Road east of Martin Luther King Boulevard. The build alternative would provide access at 10 to 11 stations, and include a park-and-ride lot at the Palm Center Station, which is the terminus for the project. This January 2007 final EIS considered the No-Build Alternative and the locally preferred alternative (LPA). The LPA would provide for the implementation of the BRT convertible option, which consists of a high-capacity transit technology (also known as a Guided Rapid Transit system) that would ultimately be converted to LRT when ridership and development warranted such a system. Capital costs for the LRT, BRT convertible, and BRT options range from $329 million to $361.1 million, $191 million to $223.7 million, and $155.7 million to $182.7 million, respectively. Since the publication of the final EIS, the forecast ridership and costs have been reanalyzed and the results of those analyses indicate that immediate LRT construction would be more cost-effective than implementation of the convertible BRT system followed by an LRT system in the future. Hence, this supplement to the final EIS proposes the construction of the LRT without a preceding BRT phase. The proposed LRT would consist of a fixed guideway in two segments, as follows: 1) the downtown LPA alignment, extending from Interstate 45 to Polk, would run along Capitol and Risk streets, between Texas and Scott streets, and along the Burlington Northern Santa Fe Railroad rights-of-way; and 2) the Polk-to-Beekman Road alignment would follow the Scott Street median, cross the northbound lanes of Scott Street south of its intersection with Simmons Street, proceed on University of Houston property, curve eastward along the north side of Wheeler Street, continue to a point between Cullen Boulevard, cross Wheeler Street into an exclusive rights-of-way along the south side of the street, proceed eastward to Calhoun Road, where it would turn south at-grade into the median of Martin Luther King Boulevard and follow an alignment south of Griggs Road and east to the end of the line at Beekman Road. The fixed guideway would primarily use existing city street rights-of-way for its 26- to 34-foot-wide operating corridor. Cost of the LPA system is estimated at $604.7 million in 2007 dollars. In addition to the LRT alternative, this supplemental EIS considers a No-Build Alternative. POSITIVE IMPACTS: The BRT or LRT would provide the necessary capacity to accommodate existing and future transit demands along the corridor. Access to major activity centers, including downtown Houston, the universities area, and the Texas Medical Center, would be enhanced. Neighborhood revitalization and economic development along the corridor would receive significant support. Reduced use of automobiles would decrease air pollution and traffic and ease the parking shortage. Base employment during construction for the LPA would result in the creation of 703 jobs over a three-year period. Operation of the LRT system would require the employment of 100 workers. NEGATIVE IMPACTS: Rights-of-way development for the LPA would require the acquisition of 55 whole parcels, including 27 residential, 23 commercial, and five other properties, as well as 85 partial parcels, affecting seven residential, 70 commercial, and 11 other properties. Relocation of 46 residences and 39 businesses would be required. The LPA would traverse MacGregor Park. Surface waters of Brays Bayou could be affected due to increased runoff, which would contain contaminants. Acquisition of land and two contributing properties and displacement of one contributing property within one the Third Ward East Historic District would be required. The system infrastructure and vehicles would intrude visually on corridor visual aesthetics. Construction workers would encounter eight hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Laws (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 06-0575D, Volume 30, Number 4 and 07-0127F, Volume 31, Number 1, respectively. JF - EPA number: 080179, Final EIS--781 pages, Maps--24 pages (oversize, December 28, 2007 PY - 2007 VL - 1 KW - Roads and Railroads KW - Creeks KW - Employment KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Motor Vehicles KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Site Planning KW - Transportation KW - Texas KW - Department of Transportation Act of 1966, Parks KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383821?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Norbert&rft.date=2005-08-01&rft.volume=11&rft.issue=3&rft.spage=229&rft.isbn=&rft.btitle=&rft.title=Environmental+%26+Engineering+Geoscience&rft.issn=10787275&rft_id=info:doi/10.2113%2F11.3.229 LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 28, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR, HOUSTON, TEXAS (SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2007). [Part 2 of 4] T2 - SOUTHEAST CORRIDOR, HOUSTON, TEXAS (SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2007). AN - 36382037; 13417-080179_0002 AB - PURPOSE: The construction of transit facilities in the Southeast Corridor of the Houston Metropolitan Area of Texas is proposed. The services would be provided along a line extending from downtown Houston to east of Martin Luther King Boulevard to serve downtown Houston, the universities area (i.e., Texas Southern University and the University of Houston) and the Southeast Transit Center. The corridor is identified in both the Houston-Galveston Council 2025 Regional Transportation Plan and the 2025 METRO Solutions as a priority for transportation investment. A 6.8-mile minimum operable segment (MOS), extending from downtown Houston southeast along Scott Street and Griggs Road to the vicinity of Interstate 610, was identified. The MOS lies geographically within the limits of the locally preferred investment strategy alignment for the Southeast Corridor; the alignment extends southeast to Hobby Airport. Four alternatives, including a No-Build Alternative, were considered in the July 2006 draft EIS. The build alternatives include light rail transit (LRT), bus rapid transit (BRT) convertible to LRT, and BRT. BRT and LRT are part of a broader family of high capacity transit technology referred to as Guided Rapid Transit (GRT). BRT convertible is presented as an interim BRT solution capable to being converted to LRT when warranted by ridership and development. The build alternatives would provide for the provision of new fixed-guideway transit services in the corridor. The build alternatives considered two alignment options. The alignments would extend from Bagby in downtown Houston southeast to an end-of-the-line terminus on Griggs Road east of Martin Luther King Boulevard. Separate alignments for the LRT and the BRT alternatives have been identified between Bagby and St. Emanuel in the downtown area. The LRT alignment would be located on Capitol while the BRT alignment under both BRT alternatives would be located on Capitol and Risk. East of St. Emanuel, there would be a common alignment for the LRT and BRT alternatives extending east along Capitol and then south along Scott Street to Wheeler Street. From Wheeler Street to the end of the line, the build alternatives would consist of two alignment options: 1) the base alignment on Scott Street and Griggs Road and 2) the Wheeler-Martin Luther King Boulevard alignment on Wheeler Street, Martin Luther King Boulevard, and Griggs Road. Both alignment options would terminate on Griggs Road and Beekman Road east of Martin Luther King Boulevard. The build alternative would provide access at 10 to 11 stations, and include a park-and-ride lot at the Palm Center Station, which is the terminus for the project. This January 2007 final EIS considered the No-Build Alternative and the locally preferred alternative (LPA). The LPA would provide for the implementation of the BRT convertible option, which consists of a high-capacity transit technology (also known as a Guided Rapid Transit system) that would ultimately be converted to LRT when ridership and development warranted such a system. Capital costs for the LRT, BRT convertible, and BRT options range from $329 million to $361.1 million, $191 million to $223.7 million, and $155.7 million to $182.7 million, respectively. Since the publication of the final EIS, the forecast ridership and costs have been reanalyzed and the results of those analyses indicate that immediate LRT construction would be more cost-effective than implementation of the convertible BRT system followed by an LRT system in the future. Hence, this supplement to the final EIS proposes the construction of the LRT without a preceding BRT phase. The proposed LRT would consist of a fixed guideway in two segments, as follows: 1) the downtown LPA alignment, extending from Interstate 45 to Polk, would run along Capitol and Risk streets, between Texas and Scott streets, and along the Burlington Northern Santa Fe Railroad rights-of-way; and 2) the Polk-to-Beekman Road alignment would follow the Scott Street median, cross the northbound lanes of Scott Street south of its intersection with Simmons Street, proceed on University of Houston property, curve eastward along the north side of Wheeler Street, continue to a point between Cullen Boulevard, cross Wheeler Street into an exclusive rights-of-way along the south side of the street, proceed eastward to Calhoun Road, where it would turn south at-grade into the median of Martin Luther King Boulevard and follow an alignment south of Griggs Road and east to the end of the line at Beekman Road. The fixed guideway would primarily use existing city street rights-of-way for its 26- to 34-foot-wide operating corridor. Cost of the LPA system is estimated at $604.7 million in 2007 dollars. In addition to the LRT alternative, this supplemental EIS considers a No-Build Alternative. POSITIVE IMPACTS: The BRT or LRT would provide the necessary capacity to accommodate existing and future transit demands along the corridor. Access to major activity centers, including downtown Houston, the universities area, and the Texas Medical Center, would be enhanced. Neighborhood revitalization and economic development along the corridor would receive significant support. Reduced use of automobiles would decrease air pollution and traffic and ease the parking shortage. Base employment during construction for the LPA would result in the creation of 703 jobs over a three-year period. Operation of the LRT system would require the employment of 100 workers. NEGATIVE IMPACTS: Rights-of-way development for the LPA would require the acquisition of 55 whole parcels, including 27 residential, 23 commercial, and five other properties, as well as 85 partial parcels, affecting seven residential, 70 commercial, and 11 other properties. Relocation of 46 residences and 39 businesses would be required. The LPA would traverse MacGregor Park. Surface waters of Brays Bayou could be affected due to increased runoff, which would contain contaminants. Acquisition of land and two contributing properties and displacement of one contributing property within one the Third Ward East Historic District would be required. The system infrastructure and vehicles would intrude visually on corridor visual aesthetics. Construction workers would encounter eight hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Laws (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 06-0575D, Volume 30, Number 4 and 07-0127F, Volume 31, Number 1, respectively. JF - EPA number: 080179, Final EIS--781 pages, Maps--24 pages (oversize, December 28, 2007 PY - 2007 VL - 2 KW - Roads and Railroads KW - Creeks KW - Employment KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Motor Vehicles KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Site Planning KW - Transportation KW - Texas KW - Department of Transportation Act of 1966, Parks KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382037?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR%2C+HOUSTON%2C+TEXAS+%28SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2007%29.&rft.title=SOUTHEAST+CORRIDOR%2C+HOUSTON%2C+TEXAS+%28SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2007%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 28, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHEAST CORRIDOR, HOUSTON, TEXAS. AN - 36349681; 12599 AB - PURPOSE: The construction of transit facilities in the Southeast Corridor of the Houston Metropolitan Area of Texas is proposed. The services would be provided along a line extending from downtown Houston to east of Martin Luther King Boulevard to serve downtown Houston, the universities area (i.e., Texas Southern University and the University of Houston) and the Southeast Transit Center. The corridor is identified in both the Houston-Galveston Council 2025 Regional Transportation Plan and the 2025 METRO Solutions as a priority for transportation investment. A 6.8-mile minimum operable segment (MOS), extending from downtown Houston southeast along Scott Street and Griggs Road to the vicinity of Interstate 610, was identified. The MOS lies geographically within the limits of the locally preferred investment strategy alignment for the Southeast Corridor; the alignment extends southeast to Hobby Airport. Four alternatives, including a No-Build Alternative, were considered in the July 2006 draft EIS. The build alternatives include light rail transit (LRT), bus rapid transit (BRT) convertible to LRT, and BRT. BRT and LRT are part of a broader family of high capacity transit technology referred to as Guided Rapid Transit (GRT). BRT convertible is presented as an interim BRT solution capable to being converted to LRT when warranted by ridership and development. The build alternatives would provide for the provision of new fixed-guideway transit services in the corridor. The build alternative consider two alignment options. The alignments would extend from Bagby in downtown Houston southeast to an end-of-the-line terminus on Griggs Road east of Martin Luther King Boulevard. Separate alignments for the LRT and the BRT alternatives have been identified between Bagby and St. Emanuel in the downtown area. The LRT alignment would be located on Capitol while the BRT alignment under both BRT alternatives would be located on Capitol and Risk. East of St. Emanuel, there would be a common alignment for the LRT and BRT alternatives extending east along Capitol and then south along Scott Street to Wheeler Street. From Wheeler Street to the end of the line, the build alternatives would consist of two alignment options: 1) the base alignment on Scott Street and Griggs Road and 2) the Wheeler-Martin Luther King Boulevard alignment on Wheeler Street, Martin Luther King Boulevard, and Griggs Road. Both alignment options would terminate on Griggs Road and Beekman Road east of Martin Luther King Boulevard. The build alternative would provide access at 10 to 11 stations, and include a park-and-ride lot at the Palm Center Station, which is the terminus for the project. This final EIS considers the No-Build Alternative and the locally preferred alternative (LPA). The LPA would provide for the implementation of the BRT convertible option, which consists of a high-capacity transit technology (as known as a Guided Rapid Transit system, that would ultimately be converted to LRT when ridership and development warranted such a system. Capital costs for the LRT, BRT convertible, and BRT options range from $329 million to $361.1 million, $191 million to $223.7 million, and $155.7 million to $182.7 million, respectively. POSITIVE IMPACTS: The BRT or LRT would provide the necessary capacity to accommodate existing and future transit demands along the corridor. Access to major activity centers, including downtown Houston, the universities area, and the Texas Medical Center, would be enhanced. Neighborhood revitalization and economic development along the corridor would receive significant support. Reduced use of automobiles would decrease air pollution and traffic and ease the parking shortage. Base employment during construction for the LPA would result in the creation of 185 jobs over a three-year period. Operation of the system would require the employment of 100 workers. NEGATIVE IMPACTS: Rights-of-way development for the LPA would require the acquisition of 70 whole parcels, including 538 residential, 29 commercial, and three other properties, as well as 19 partial parcels, affecting 30 residential, 43 commercial, and 16 other properties. Relocation of 42 residences and 26 businesses would be required. The LPA would traverse MacGregor Park. Surface waters of Brays Bayou could be affected due to increased runoff, which would contain contaminants. Acquisition of land and two contributing properties and displacement of one contributing property within one the Third Ward East Historic District would be required. The system infrastructure and vehicles would intrude visually on corridor visual aesthetics. Construction workers would encounter eight hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Laws (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0575D, Volume 30, Number 4. JF - EPA number: 060545, Final EIS--769 pages, Maps--44 pages (oversize, December 28, 2007 PY - 2007 KW - Roads and Railroads KW - Creeks KW - Employment KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Motor Vehicles KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Site Planning KW - Transportation KW - Texas KW - Department of Transportation Act of 1966, Parks KW - Federal Transit Laws, Funding KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349681?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHEAST+CORRIDOR%2C+HOUSTON%2C+TEXAS.&rft.title=SOUTHEAST+CORRIDOR%2C+HOUSTON%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Final. Preparation date: December 28, 2007 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - US 14 FROM FRONT STREET IN NEW ULM TO NICOLLET COUNTY ROAD 6, BROWN AND NICOLLET COUNTIES, MINNESOTA. AN - 36342387; 13080 AB - PURPOSE: The widening and reconstruction of 21.8 to 22.6 miles of US Highway 14 from Front Street in New Ulm to Nicollet County Road (CR) 6 near Mankato in Brown and Nicollet counties, Minnesota are proposed. The study corridor is located about 70 miles south-southwest of the Minneapolis-St. Paul metropolitan area and directly west of the Mankato-North Mankato area. A variety of operational needs have long been recognized, including access management problems, lack of sufficient capacity, high accident rates along several sections, and geometric deficiencies. Moreover, this two-lane stretch of US 14 is the only two-lane section of the highway, the contiguous stretches being four-lane highways. Finally, the two-lane bridge carrying the highway across the Minnesota River would be nearly 50 years of age at the time of project implementation. The proposed project would upgrade the existing highway from a two- to four-lane divided expressway, with access controlled via interchanges, two-way stop intersections, and/or roundabouts. The upgraded highway may follow use existing and/or new alignment. The study corridor has been divided into two sections for the consideration of alternatives. For the section extending from New Ulm to Courtland, known as the West Study Section, three action alternatives are under consideration. All West Study Section alternatives include the expansion of the highway to four lanes as described above, as well as replacement of the Minnesota River bridge with a four lane crossing. All differences distinguishing the alternatives are related to alignment. For the section extending from Courtland to Nichollet, known as the East Study Section, four alignment alternatives are under consideration. All alternatives would involve provision of a northern bypass of Courtland, with an interchange, providing access to the city. POSITIVE IMPACTS: The project would provide for increased capacity and safety within the study corridor, as well as the reduction of travel times and elimination of numerous points of access, which result in congestion and add to safety problems related to poor geometrics. Traffic would be removed from local streets in Courtland via the bypass. NEGATIVE IMPACTS: Rights-of-way development would displace Minnesota River floodplain and 16.5 to 34.2 acres of associated wetlands and 360 to 610 acres of prime farmland, as well as woodlands along the bluffs. Displacement of 15 to 28 residences and three to five businesses would be required. One alternative would affect 10 acres of the Swan Lake Wildlife Management area. The project could affect five to 11 historic sites along the East Study Section, and the highway would constitute a significant visual intrusion on the bluffs. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070550, pages, December 27, 2007 PY - 2007 EP - ages, December 27 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-07-01-D KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Preserves KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Minnesota KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342387?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-07-29&rft.volume=&rft.issue=&rft.spage=ages&rft.isbn=&rft.btitle=MID-JORDAN+TRANSIT+CORRIDOR%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=MID-JORDAN+TRANSIT+CORRIDOR%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: December 27, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). [Part 3 of 14] T2 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). AN - 873125306; 13522-0_0003 AB - PURPOSE: The improvement or State Route (SR) 17 (Southern Tier Expressway) in the city of Elmira and towns of Elmira, Ashland, and Chemung, Chemung County, New York is proposed. The project corridor includes two segments of Route 17 between Exit 56 at SR 352 and Exit 59 at SR 427. The first segment begins approximately 0.37 mile east of the Exit 56 interchange at road mile (RM) 17 6205 1134 and ends approximately 0.93 mile west of the County Road (CR) 8 (Lowman Crossover) interchange at RM 17 6205 1210. There is an existing interchange located within the project limits, namely, the CR 8 (Lowman) interchange. The project would also include sections of CR 60 that run parallel to SR 17 on the north, CR 8 (Lowman Crossover), the Newtown Battlefield Road, and various other connecting road segments. The two segments of SR 17 are not fully access controlled and consist of two travel lanes in each direction, separated by a median varying in width from 20 feet to 26 feet. Recent federal legislation has designated SR 17 as a future interstate (Interstate 86). The proposed project would make this section of SR 17 fully access controlled and upgrade the highway, a rural principal arterial, to interstate standards. Five alternatives, including a No-Build Alternative, were considered in the final EIS of November 2007. The preferred alternative (Alternative 2, Option B) would provide for a controlled access highway on the existing SR 17 alignment from Jerusalem Hill to a point east of the existing connector road near Reed's Tavern, which a new diamond interchange would be provided. All at-grade access points would be eliminated and a 60-foot median would be provided throughout the corridor. The existing SR 17 westbound lanes would remain at their current location. The SR 17 eastbound lanes would be constructed further south between a point east of the Jerusalem Road connection and a point 0.2 mile west of the bridge over the Chemung River. Two travel lanes in each direction would be provided for mainline SR 17. Local access would be modified via the construction of new portions of CR 60 in between the existing sections to provide for a continuous parallel local road. A new diamond interchange would be constructed on SR 17 near the existing connector road just east of Reed's Tavern. Cost of the preferred alternative is estimated at $73.75 million. This attachment to the final EIS includes a record of decision issued by Jeffrey W. Kolb of the New York Division of the Federal Highway Administration approving the project. The decision is enclosed with a both volumes of the final EIS and includes appendices presenting comments on the final EIS and responses to the comments. POSITIVE IMPACTS: Upgrading ST 17 to interstate standards would stimulate and maintain economic growth identified as beneficial in local and regional planning and economic development documents. Transportation safety within the corridor would increase significantly due to access control and improved design. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two residential properties and one business 2.1 acres of wetlands, 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. As many as three archaeological sites potentially eligible for inclusion in the National Register of Historic Places would be affected. Noise impacts would seriously affect seven additional residences along the corridor. Park access would be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0242D, Volume 29, Number 2 and 08-0077F, Volume 32, Number 1, respectively. JF - EPA number: 070520, Record of Decision--26 pages, Volume 1--201 pages and maps, Volume 2--398 pages and maps, CD-ROM, December 7, 2007 PY - 2007 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-04-03-FS KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125306?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%29.&rft.title=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). [Part 2 of 14] T2 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). AN - 873125302; 13522-0_0002 AB - PURPOSE: The improvement or State Route (SR) 17 (Southern Tier Expressway) in the city of Elmira and towns of Elmira, Ashland, and Chemung, Chemung County, New York is proposed. The project corridor includes two segments of Route 17 between Exit 56 at SR 352 and Exit 59 at SR 427. The first segment begins approximately 0.37 mile east of the Exit 56 interchange at road mile (RM) 17 6205 1134 and ends approximately 0.93 mile west of the County Road (CR) 8 (Lowman Crossover) interchange at RM 17 6205 1210. There is an existing interchange located within the project limits, namely, the CR 8 (Lowman) interchange. The project would also include sections of CR 60 that run parallel to SR 17 on the north, CR 8 (Lowman Crossover), the Newtown Battlefield Road, and various other connecting road segments. The two segments of SR 17 are not fully access controlled and consist of two travel lanes in each direction, separated by a median varying in width from 20 feet to 26 feet. Recent federal legislation has designated SR 17 as a future interstate (Interstate 86). The proposed project would make this section of SR 17 fully access controlled and upgrade the highway, a rural principal arterial, to interstate standards. Five alternatives, including a No-Build Alternative, were considered in the final EIS of November 2007. The preferred alternative (Alternative 2, Option B) would provide for a controlled access highway on the existing SR 17 alignment from Jerusalem Hill to a point east of the existing connector road near Reed's Tavern, which a new diamond interchange would be provided. All at-grade access points would be eliminated and a 60-foot median would be provided throughout the corridor. The existing SR 17 westbound lanes would remain at their current location. The SR 17 eastbound lanes would be constructed further south between a point east of the Jerusalem Road connection and a point 0.2 mile west of the bridge over the Chemung River. Two travel lanes in each direction would be provided for mainline SR 17. Local access would be modified via the construction of new portions of CR 60 in between the existing sections to provide for a continuous parallel local road. A new diamond interchange would be constructed on SR 17 near the existing connector road just east of Reed's Tavern. Cost of the preferred alternative is estimated at $73.75 million. This attachment to the final EIS includes a record of decision issued by Jeffrey W. Kolb of the New York Division of the Federal Highway Administration approving the project. The decision is enclosed with a both volumes of the final EIS and includes appendices presenting comments on the final EIS and responses to the comments. POSITIVE IMPACTS: Upgrading ST 17 to interstate standards would stimulate and maintain economic growth identified as beneficial in local and regional planning and economic development documents. Transportation safety within the corridor would increase significantly due to access control and improved design. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two residential properties and one business 2.1 acres of wetlands, 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. As many as three archaeological sites potentially eligible for inclusion in the National Register of Historic Places would be affected. Noise impacts would seriously affect seven additional residences along the corridor. Park access would be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0242D, Volume 29, Number 2 and 08-0077F, Volume 32, Number 1, respectively. JF - EPA number: 070520, Record of Decision--26 pages, Volume 1--201 pages and maps, Volume 2--398 pages and maps, CD-ROM, December 7, 2007 PY - 2007 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-04-03-FS KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125302?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=O%27HARE+INTERNATIONAL+AIRPORT+MODERNIZATION%2C+CHICAGO%2C+ILLINOIS.&rft.title=O%27HARE+INTERNATIONAL+AIRPORT+MODERNIZATION%2C+CHICAGO%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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). [Part 14 of 14] T2 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). AN - 873125150; 13522-0_0014 AB - PURPOSE: The improvement or State Route (SR) 17 (Southern Tier Expressway) in the city of Elmira and towns of Elmira, Ashland, and Chemung, Chemung County, New York is proposed. The project corridor includes two segments of Route 17 between Exit 56 at SR 352 and Exit 59 at SR 427. The first segment begins approximately 0.37 mile east of the Exit 56 interchange at road mile (RM) 17 6205 1134 and ends approximately 0.93 mile west of the County Road (CR) 8 (Lowman Crossover) interchange at RM 17 6205 1210. There is an existing interchange located within the project limits, namely, the CR 8 (Lowman) interchange. The project would also include sections of CR 60 that run parallel to SR 17 on the north, CR 8 (Lowman Crossover), the Newtown Battlefield Road, and various other connecting road segments. The two segments of SR 17 are not fully access controlled and consist of two travel lanes in each direction, separated by a median varying in width from 20 feet to 26 feet. Recent federal legislation has designated SR 17 as a future interstate (Interstate 86). The proposed project would make this section of SR 17 fully access controlled and upgrade the highway, a rural principal arterial, to interstate standards. Five alternatives, including a No-Build Alternative, were considered in the final EIS of November 2007. The preferred alternative (Alternative 2, Option B) would provide for a controlled access highway on the existing SR 17 alignment from Jerusalem Hill to a point east of the existing connector road near Reed's Tavern, which a new diamond interchange would be provided. All at-grade access points would be eliminated and a 60-foot median would be provided throughout the corridor. The existing SR 17 westbound lanes would remain at their current location. The SR 17 eastbound lanes would be constructed further south between a point east of the Jerusalem Road connection and a point 0.2 mile west of the bridge over the Chemung River. Two travel lanes in each direction would be provided for mainline SR 17. Local access would be modified via the construction of new portions of CR 60 in between the existing sections to provide for a continuous parallel local road. A new diamond interchange would be constructed on SR 17 near the existing connector road just east of Reed's Tavern. Cost of the preferred alternative is estimated at $73.75 million. This attachment to the final EIS includes a record of decision issued by Jeffrey W. Kolb of the New York Division of the Federal Highway Administration approving the project. The decision is enclosed with a both volumes of the final EIS and includes appendices presenting comments on the final EIS and responses to the comments. POSITIVE IMPACTS: Upgrading ST 17 to interstate standards would stimulate and maintain economic growth identified as beneficial in local and regional planning and economic development documents. Transportation safety within the corridor would increase significantly due to access control and improved design. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two residential properties and one business 2.1 acres of wetlands, 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. As many as three archaeological sites potentially eligible for inclusion in the National Register of Historic Places would be affected. Noise impacts would seriously affect seven additional residences along the corridor. Park access would be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0242D, Volume 29, Number 2 and 08-0077F, Volume 32, Number 1, respectively. JF - EPA number: 070520, Record of Decision--26 pages, Volume 1--201 pages and maps, Volume 2--398 pages and maps, CD-ROM, December 7, 2007 PY - 2007 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-04-03-FS KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125150?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%29.&rft.title=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). [Part 13 of 14] T2 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). AN - 873125148; 13522-0_0013 AB - PURPOSE: The improvement or State Route (SR) 17 (Southern Tier Expressway) in the city of Elmira and towns of Elmira, Ashland, and Chemung, Chemung County, New York is proposed. The project corridor includes two segments of Route 17 between Exit 56 at SR 352 and Exit 59 at SR 427. The first segment begins approximately 0.37 mile east of the Exit 56 interchange at road mile (RM) 17 6205 1134 and ends approximately 0.93 mile west of the County Road (CR) 8 (Lowman Crossover) interchange at RM 17 6205 1210. There is an existing interchange located within the project limits, namely, the CR 8 (Lowman) interchange. The project would also include sections of CR 60 that run parallel to SR 17 on the north, CR 8 (Lowman Crossover), the Newtown Battlefield Road, and various other connecting road segments. The two segments of SR 17 are not fully access controlled and consist of two travel lanes in each direction, separated by a median varying in width from 20 feet to 26 feet. Recent federal legislation has designated SR 17 as a future interstate (Interstate 86). The proposed project would make this section of SR 17 fully access controlled and upgrade the highway, a rural principal arterial, to interstate standards. Five alternatives, including a No-Build Alternative, were considered in the final EIS of November 2007. The preferred alternative (Alternative 2, Option B) would provide for a controlled access highway on the existing SR 17 alignment from Jerusalem Hill to a point east of the existing connector road near Reed's Tavern, which a new diamond interchange would be provided. All at-grade access points would be eliminated and a 60-foot median would be provided throughout the corridor. The existing SR 17 westbound lanes would remain at their current location. The SR 17 eastbound lanes would be constructed further south between a point east of the Jerusalem Road connection and a point 0.2 mile west of the bridge over the Chemung River. Two travel lanes in each direction would be provided for mainline SR 17. Local access would be modified via the construction of new portions of CR 60 in between the existing sections to provide for a continuous parallel local road. A new diamond interchange would be constructed on SR 17 near the existing connector road just east of Reed's Tavern. Cost of the preferred alternative is estimated at $73.75 million. This attachment to the final EIS includes a record of decision issued by Jeffrey W. Kolb of the New York Division of the Federal Highway Administration approving the project. The decision is enclosed with a both volumes of the final EIS and includes appendices presenting comments on the final EIS and responses to the comments. POSITIVE IMPACTS: Upgrading ST 17 to interstate standards would stimulate and maintain economic growth identified as beneficial in local and regional planning and economic development documents. Transportation safety within the corridor would increase significantly due to access control and improved design. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two residential properties and one business 2.1 acres of wetlands, 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. As many as three archaeological sites potentially eligible for inclusion in the National Register of Historic Places would be affected. Noise impacts would seriously affect seven additional residences along the corridor. Park access would be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0242D, Volume 29, Number 2 and 08-0077F, Volume 32, Number 1, respectively. JF - EPA number: 070520, Record of Decision--26 pages, Volume 1--201 pages and maps, Volume 2--398 pages and maps, CD-ROM, December 7, 2007 PY - 2007 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-04-03-FS KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125148?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=O%27HARE+INTERNATIONAL+AIRPORT+MODERNIZATION%2C+CHICAGO%2C+ILLINOIS.&rft.title=O%27HARE+INTERNATIONAL+AIRPORT+MODERNIZATION%2C+CHICAGO%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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). [Part 12 of 14] T2 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). AN - 873125144; 13522-0_0012 AB - PURPOSE: The improvement or State Route (SR) 17 (Southern Tier Expressway) in the city of Elmira and towns of Elmira, Ashland, and Chemung, Chemung County, New York is proposed. The project corridor includes two segments of Route 17 between Exit 56 at SR 352 and Exit 59 at SR 427. The first segment begins approximately 0.37 mile east of the Exit 56 interchange at road mile (RM) 17 6205 1134 and ends approximately 0.93 mile west of the County Road (CR) 8 (Lowman Crossover) interchange at RM 17 6205 1210. There is an existing interchange located within the project limits, namely, the CR 8 (Lowman) interchange. The project would also include sections of CR 60 that run parallel to SR 17 on the north, CR 8 (Lowman Crossover), the Newtown Battlefield Road, and various other connecting road segments. The two segments of SR 17 are not fully access controlled and consist of two travel lanes in each direction, separated by a median varying in width from 20 feet to 26 feet. Recent federal legislation has designated SR 17 as a future interstate (Interstate 86). The proposed project would make this section of SR 17 fully access controlled and upgrade the highway, a rural principal arterial, to interstate standards. Five alternatives, including a No-Build Alternative, were considered in the final EIS of November 2007. The preferred alternative (Alternative 2, Option B) would provide for a controlled access highway on the existing SR 17 alignment from Jerusalem Hill to a point east of the existing connector road near Reed's Tavern, which a new diamond interchange would be provided. All at-grade access points would be eliminated and a 60-foot median would be provided throughout the corridor. The existing SR 17 westbound lanes would remain at their current location. The SR 17 eastbound lanes would be constructed further south between a point east of the Jerusalem Road connection and a point 0.2 mile west of the bridge over the Chemung River. Two travel lanes in each direction would be provided for mainline SR 17. Local access would be modified via the construction of new portions of CR 60 in between the existing sections to provide for a continuous parallel local road. A new diamond interchange would be constructed on SR 17 near the existing connector road just east of Reed's Tavern. Cost of the preferred alternative is estimated at $73.75 million. This attachment to the final EIS includes a record of decision issued by Jeffrey W. Kolb of the New York Division of the Federal Highway Administration approving the project. The decision is enclosed with a both volumes of the final EIS and includes appendices presenting comments on the final EIS and responses to the comments. POSITIVE IMPACTS: Upgrading ST 17 to interstate standards would stimulate and maintain economic growth identified as beneficial in local and regional planning and economic development documents. Transportation safety within the corridor would increase significantly due to access control and improved design. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two residential properties and one business 2.1 acres of wetlands, 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. As many as three archaeological sites potentially eligible for inclusion in the National Register of Historic Places would be affected. Noise impacts would seriously affect seven additional residences along the corridor. Park access would be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0242D, Volume 29, Number 2 and 08-0077F, Volume 32, Number 1, respectively. JF - EPA number: 070520, Record of Decision--26 pages, Volume 1--201 pages and maps, Volume 2--398 pages and maps, CD-ROM, December 7, 2007 PY - 2007 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-04-03-FS KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125144?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%29.&rft.title=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). [Part 11 of 14] T2 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). AN - 873125142; 13522-0_0011 AB - PURPOSE: The improvement or State Route (SR) 17 (Southern Tier Expressway) in the city of Elmira and towns of Elmira, Ashland, and Chemung, Chemung County, New York is proposed. The project corridor includes two segments of Route 17 between Exit 56 at SR 352 and Exit 59 at SR 427. The first segment begins approximately 0.37 mile east of the Exit 56 interchange at road mile (RM) 17 6205 1134 and ends approximately 0.93 mile west of the County Road (CR) 8 (Lowman Crossover) interchange at RM 17 6205 1210. There is an existing interchange located within the project limits, namely, the CR 8 (Lowman) interchange. The project would also include sections of CR 60 that run parallel to SR 17 on the north, CR 8 (Lowman Crossover), the Newtown Battlefield Road, and various other connecting road segments. The two segments of SR 17 are not fully access controlled and consist of two travel lanes in each direction, separated by a median varying in width from 20 feet to 26 feet. Recent federal legislation has designated SR 17 as a future interstate (Interstate 86). The proposed project would make this section of SR 17 fully access controlled and upgrade the highway, a rural principal arterial, to interstate standards. Five alternatives, including a No-Build Alternative, were considered in the final EIS of November 2007. The preferred alternative (Alternative 2, Option B) would provide for a controlled access highway on the existing SR 17 alignment from Jerusalem Hill to a point east of the existing connector road near Reed's Tavern, which a new diamond interchange would be provided. All at-grade access points would be eliminated and a 60-foot median would be provided throughout the corridor. The existing SR 17 westbound lanes would remain at their current location. The SR 17 eastbound lanes would be constructed further south between a point east of the Jerusalem Road connection and a point 0.2 mile west of the bridge over the Chemung River. Two travel lanes in each direction would be provided for mainline SR 17. Local access would be modified via the construction of new portions of CR 60 in between the existing sections to provide for a continuous parallel local road. A new diamond interchange would be constructed on SR 17 near the existing connector road just east of Reed's Tavern. Cost of the preferred alternative is estimated at $73.75 million. This attachment to the final EIS includes a record of decision issued by Jeffrey W. Kolb of the New York Division of the Federal Highway Administration approving the project. The decision is enclosed with a both volumes of the final EIS and includes appendices presenting comments on the final EIS and responses to the comments. POSITIVE IMPACTS: Upgrading ST 17 to interstate standards would stimulate and maintain economic growth identified as beneficial in local and regional planning and economic development documents. Transportation safety within the corridor would increase significantly due to access control and improved design. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two residential properties and one business 2.1 acres of wetlands, 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. As many as three archaeological sites potentially eligible for inclusion in the National Register of Historic Places would be affected. Noise impacts would seriously affect seven additional residences along the corridor. Park access would be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0242D, Volume 29, Number 2 and 08-0077F, Volume 32, Number 1, respectively. JF - EPA number: 070520, Record of Decision--26 pages, Volume 1--201 pages and maps, Volume 2--398 pages and maps, CD-ROM, December 7, 2007 PY - 2007 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-04-03-FS KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125142?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=O%27HARE+INTERNATIONAL+AIRPORT+MODERNIZATION%2C+CHICAGO%2C+ILLINOIS.&rft.title=O%27HARE+INTERNATIONAL+AIRPORT+MODERNIZATION%2C+CHICAGO%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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). [Part 10 of 14] T2 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). AN - 873125140; 13522-0_0010 AB - PURPOSE: The improvement or State Route (SR) 17 (Southern Tier Expressway) in the city of Elmira and towns of Elmira, Ashland, and Chemung, Chemung County, New York is proposed. The project corridor includes two segments of Route 17 between Exit 56 at SR 352 and Exit 59 at SR 427. The first segment begins approximately 0.37 mile east of the Exit 56 interchange at road mile (RM) 17 6205 1134 and ends approximately 0.93 mile west of the County Road (CR) 8 (Lowman Crossover) interchange at RM 17 6205 1210. There is an existing interchange located within the project limits, namely, the CR 8 (Lowman) interchange. The project would also include sections of CR 60 that run parallel to SR 17 on the north, CR 8 (Lowman Crossover), the Newtown Battlefield Road, and various other connecting road segments. The two segments of SR 17 are not fully access controlled and consist of two travel lanes in each direction, separated by a median varying in width from 20 feet to 26 feet. Recent federal legislation has designated SR 17 as a future interstate (Interstate 86). The proposed project would make this section of SR 17 fully access controlled and upgrade the highway, a rural principal arterial, to interstate standards. Five alternatives, including a No-Build Alternative, were considered in the final EIS of November 2007. The preferred alternative (Alternative 2, Option B) would provide for a controlled access highway on the existing SR 17 alignment from Jerusalem Hill to a point east of the existing connector road near Reed's Tavern, which a new diamond interchange would be provided. All at-grade access points would be eliminated and a 60-foot median would be provided throughout the corridor. The existing SR 17 westbound lanes would remain at their current location. The SR 17 eastbound lanes would be constructed further south between a point east of the Jerusalem Road connection and a point 0.2 mile west of the bridge over the Chemung River. Two travel lanes in each direction would be provided for mainline SR 17. Local access would be modified via the construction of new portions of CR 60 in between the existing sections to provide for a continuous parallel local road. A new diamond interchange would be constructed on SR 17 near the existing connector road just east of Reed's Tavern. Cost of the preferred alternative is estimated at $73.75 million. This attachment to the final EIS includes a record of decision issued by Jeffrey W. Kolb of the New York Division of the Federal Highway Administration approving the project. The decision is enclosed with a both volumes of the final EIS and includes appendices presenting comments on the final EIS and responses to the comments. POSITIVE IMPACTS: Upgrading ST 17 to interstate standards would stimulate and maintain economic growth identified as beneficial in local and regional planning and economic development documents. Transportation safety within the corridor would increase significantly due to access control and improved design. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two residential properties and one business 2.1 acres of wetlands, 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. As many as three archaeological sites potentially eligible for inclusion in the National Register of Historic Places would be affected. Noise impacts would seriously affect seven additional residences along the corridor. Park access would be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0242D, Volume 29, Number 2 and 08-0077F, Volume 32, Number 1, respectively. JF - EPA number: 070520, Record of Decision--26 pages, Volume 1--201 pages and maps, Volume 2--398 pages and maps, CD-ROM, December 7, 2007 PY - 2007 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-04-03-FS KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125140?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%29.&rft.title=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). [Part 9 of 14] T2 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). AN - 873125136; 13522-0_0009 AB - PURPOSE: The improvement or State Route (SR) 17 (Southern Tier Expressway) in the city of Elmira and towns of Elmira, Ashland, and Chemung, Chemung County, New York is proposed. The project corridor includes two segments of Route 17 between Exit 56 at SR 352 and Exit 59 at SR 427. The first segment begins approximately 0.37 mile east of the Exit 56 interchange at road mile (RM) 17 6205 1134 and ends approximately 0.93 mile west of the County Road (CR) 8 (Lowman Crossover) interchange at RM 17 6205 1210. There is an existing interchange located within the project limits, namely, the CR 8 (Lowman) interchange. The project would also include sections of CR 60 that run parallel to SR 17 on the north, CR 8 (Lowman Crossover), the Newtown Battlefield Road, and various other connecting road segments. The two segments of SR 17 are not fully access controlled and consist of two travel lanes in each direction, separated by a median varying in width from 20 feet to 26 feet. Recent federal legislation has designated SR 17 as a future interstate (Interstate 86). The proposed project would make this section of SR 17 fully access controlled and upgrade the highway, a rural principal arterial, to interstate standards. Five alternatives, including a No-Build Alternative, were considered in the final EIS of November 2007. The preferred alternative (Alternative 2, Option B) would provide for a controlled access highway on the existing SR 17 alignment from Jerusalem Hill to a point east of the existing connector road near Reed's Tavern, which a new diamond interchange would be provided. All at-grade access points would be eliminated and a 60-foot median would be provided throughout the corridor. The existing SR 17 westbound lanes would remain at their current location. The SR 17 eastbound lanes would be constructed further south between a point east of the Jerusalem Road connection and a point 0.2 mile west of the bridge over the Chemung River. Two travel lanes in each direction would be provided for mainline SR 17. Local access would be modified via the construction of new portions of CR 60 in between the existing sections to provide for a continuous parallel local road. A new diamond interchange would be constructed on SR 17 near the existing connector road just east of Reed's Tavern. Cost of the preferred alternative is estimated at $73.75 million. This attachment to the final EIS includes a record of decision issued by Jeffrey W. Kolb of the New York Division of the Federal Highway Administration approving the project. The decision is enclosed with a both volumes of the final EIS and includes appendices presenting comments on the final EIS and responses to the comments. POSITIVE IMPACTS: Upgrading ST 17 to interstate standards would stimulate and maintain economic growth identified as beneficial in local and regional planning and economic development documents. Transportation safety within the corridor would increase significantly due to access control and improved design. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two residential properties and one business 2.1 acres of wetlands, 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. As many as three archaeological sites potentially eligible for inclusion in the National Register of Historic Places would be affected. Noise impacts would seriously affect seven additional residences along the corridor. Park access would be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0242D, Volume 29, Number 2 and 08-0077F, Volume 32, Number 1, respectively. JF - EPA number: 070520, Record of Decision--26 pages, Volume 1--201 pages and maps, Volume 2--398 pages and maps, CD-ROM, December 7, 2007 PY - 2007 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-04-03-FS KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125136?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%29.&rft.title=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). [Part 1 of 14] T2 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). AN - 873125132; 13522-0_0001 AB - PURPOSE: The improvement or State Route (SR) 17 (Southern Tier Expressway) in the city of Elmira and towns of Elmira, Ashland, and Chemung, Chemung County, New York is proposed. The project corridor includes two segments of Route 17 between Exit 56 at SR 352 and Exit 59 at SR 427. The first segment begins approximately 0.37 mile east of the Exit 56 interchange at road mile (RM) 17 6205 1134 and ends approximately 0.93 mile west of the County Road (CR) 8 (Lowman Crossover) interchange at RM 17 6205 1210. There is an existing interchange located within the project limits, namely, the CR 8 (Lowman) interchange. The project would also include sections of CR 60 that run parallel to SR 17 on the north, CR 8 (Lowman Crossover), the Newtown Battlefield Road, and various other connecting road segments. The two segments of SR 17 are not fully access controlled and consist of two travel lanes in each direction, separated by a median varying in width from 20 feet to 26 feet. Recent federal legislation has designated SR 17 as a future interstate (Interstate 86). The proposed project would make this section of SR 17 fully access controlled and upgrade the highway, a rural principal arterial, to interstate standards. Five alternatives, including a No-Build Alternative, were considered in the final EIS of November 2007. The preferred alternative (Alternative 2, Option B) would provide for a controlled access highway on the existing SR 17 alignment from Jerusalem Hill to a point east of the existing connector road near Reed's Tavern, which a new diamond interchange would be provided. All at-grade access points would be eliminated and a 60-foot median would be provided throughout the corridor. The existing SR 17 westbound lanes would remain at their current location. The SR 17 eastbound lanes would be constructed further south between a point east of the Jerusalem Road connection and a point 0.2 mile west of the bridge over the Chemung River. Two travel lanes in each direction would be provided for mainline SR 17. Local access would be modified via the construction of new portions of CR 60 in between the existing sections to provide for a continuous parallel local road. A new diamond interchange would be constructed on SR 17 near the existing connector road just east of Reed's Tavern. Cost of the preferred alternative is estimated at $73.75 million. This attachment to the final EIS includes a record of decision issued by Jeffrey W. Kolb of the New York Division of the Federal Highway Administration approving the project. The decision is enclosed with a both volumes of the final EIS and includes appendices presenting comments on the final EIS and responses to the comments. POSITIVE IMPACTS: Upgrading ST 17 to interstate standards would stimulate and maintain economic growth identified as beneficial in local and regional planning and economic development documents. Transportation safety within the corridor would increase significantly due to access control and improved design. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two residential properties and one business 2.1 acres of wetlands, 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. As many as three archaeological sites potentially eligible for inclusion in the National Register of Historic Places would be affected. Noise impacts would seriously affect seven additional residences along the corridor. Park access would be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0242D, Volume 29, Number 2 and 08-0077F, Volume 32, Number 1, respectively. JF - EPA number: 070520, Record of Decision--26 pages, Volume 1--201 pages and maps, Volume 2--398 pages and maps, CD-ROM, December 7, 2007 PY - 2007 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-04-03-FS KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125132?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%29.&rft.title=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). [Part 8 of 14] T2 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). AN - 873125098; 13522-0_0008 AB - PURPOSE: The improvement or State Route (SR) 17 (Southern Tier Expressway) in the city of Elmira and towns of Elmira, Ashland, and Chemung, Chemung County, New York is proposed. The project corridor includes two segments of Route 17 between Exit 56 at SR 352 and Exit 59 at SR 427. The first segment begins approximately 0.37 mile east of the Exit 56 interchange at road mile (RM) 17 6205 1134 and ends approximately 0.93 mile west of the County Road (CR) 8 (Lowman Crossover) interchange at RM 17 6205 1210. There is an existing interchange located within the project limits, namely, the CR 8 (Lowman) interchange. The project would also include sections of CR 60 that run parallel to SR 17 on the north, CR 8 (Lowman Crossover), the Newtown Battlefield Road, and various other connecting road segments. The two segments of SR 17 are not fully access controlled and consist of two travel lanes in each direction, separated by a median varying in width from 20 feet to 26 feet. Recent federal legislation has designated SR 17 as a future interstate (Interstate 86). The proposed project would make this section of SR 17 fully access controlled and upgrade the highway, a rural principal arterial, to interstate standards. Five alternatives, including a No-Build Alternative, were considered in the final EIS of November 2007. The preferred alternative (Alternative 2, Option B) would provide for a controlled access highway on the existing SR 17 alignment from Jerusalem Hill to a point east of the existing connector road near Reed's Tavern, which a new diamond interchange would be provided. All at-grade access points would be eliminated and a 60-foot median would be provided throughout the corridor. The existing SR 17 westbound lanes would remain at their current location. The SR 17 eastbound lanes would be constructed further south between a point east of the Jerusalem Road connection and a point 0.2 mile west of the bridge over the Chemung River. Two travel lanes in each direction would be provided for mainline SR 17. Local access would be modified via the construction of new portions of CR 60 in between the existing sections to provide for a continuous parallel local road. A new diamond interchange would be constructed on SR 17 near the existing connector road just east of Reed's Tavern. Cost of the preferred alternative is estimated at $73.75 million. This attachment to the final EIS includes a record of decision issued by Jeffrey W. Kolb of the New York Division of the Federal Highway Administration approving the project. The decision is enclosed with a both volumes of the final EIS and includes appendices presenting comments on the final EIS and responses to the comments. POSITIVE IMPACTS: Upgrading ST 17 to interstate standards would stimulate and maintain economic growth identified as beneficial in local and regional planning and economic development documents. Transportation safety within the corridor would increase significantly due to access control and improved design. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two residential properties and one business 2.1 acres of wetlands, 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. As many as three archaeological sites potentially eligible for inclusion in the National Register of Historic Places would be affected. Noise impacts would seriously affect seven additional residences along the corridor. Park access would be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0242D, Volume 29, Number 2 and 08-0077F, Volume 32, Number 1, respectively. JF - EPA number: 070520, Record of Decision--26 pages, Volume 1--201 pages and maps, Volume 2--398 pages and maps, CD-ROM, December 7, 2007 PY - 2007 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-04-03-FS KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125098?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%29.&rft.title=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). [Part 7 of 14] T2 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). AN - 873125097; 13522-0_0007 AB - PURPOSE: The improvement or State Route (SR) 17 (Southern Tier Expressway) in the city of Elmira and towns of Elmira, Ashland, and Chemung, Chemung County, New York is proposed. The project corridor includes two segments of Route 17 between Exit 56 at SR 352 and Exit 59 at SR 427. The first segment begins approximately 0.37 mile east of the Exit 56 interchange at road mile (RM) 17 6205 1134 and ends approximately 0.93 mile west of the County Road (CR) 8 (Lowman Crossover) interchange at RM 17 6205 1210. There is an existing interchange located within the project limits, namely, the CR 8 (Lowman) interchange. The project would also include sections of CR 60 that run parallel to SR 17 on the north, CR 8 (Lowman Crossover), the Newtown Battlefield Road, and various other connecting road segments. The two segments of SR 17 are not fully access controlled and consist of two travel lanes in each direction, separated by a median varying in width from 20 feet to 26 feet. Recent federal legislation has designated SR 17 as a future interstate (Interstate 86). The proposed project would make this section of SR 17 fully access controlled and upgrade the highway, a rural principal arterial, to interstate standards. Five alternatives, including a No-Build Alternative, were considered in the final EIS of November 2007. The preferred alternative (Alternative 2, Option B) would provide for a controlled access highway on the existing SR 17 alignment from Jerusalem Hill to a point east of the existing connector road near Reed's Tavern, which a new diamond interchange would be provided. All at-grade access points would be eliminated and a 60-foot median would be provided throughout the corridor. The existing SR 17 westbound lanes would remain at their current location. The SR 17 eastbound lanes would be constructed further south between a point east of the Jerusalem Road connection and a point 0.2 mile west of the bridge over the Chemung River. Two travel lanes in each direction would be provided for mainline SR 17. Local access would be modified via the construction of new portions of CR 60 in between the existing sections to provide for a continuous parallel local road. A new diamond interchange would be constructed on SR 17 near the existing connector road just east of Reed's Tavern. Cost of the preferred alternative is estimated at $73.75 million. This attachment to the final EIS includes a record of decision issued by Jeffrey W. Kolb of the New York Division of the Federal Highway Administration approving the project. The decision is enclosed with a both volumes of the final EIS and includes appendices presenting comments on the final EIS and responses to the comments. POSITIVE IMPACTS: Upgrading ST 17 to interstate standards would stimulate and maintain economic growth identified as beneficial in local and regional planning and economic development documents. Transportation safety within the corridor would increase significantly due to access control and improved design. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two residential properties and one business 2.1 acres of wetlands, 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. As many as three archaeological sites potentially eligible for inclusion in the National Register of Historic Places would be affected. Noise impacts would seriously affect seven additional residences along the corridor. Park access would be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0242D, Volume 29, Number 2 and 08-0077F, Volume 32, Number 1, respectively. JF - EPA number: 070520, Record of Decision--26 pages, Volume 1--201 pages and maps, Volume 2--398 pages and maps, CD-ROM, December 7, 2007 PY - 2007 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-04-03-FS KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125097?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%29.&rft.title=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). [Part 6 of 14] T2 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). AN - 873125095; 13522-0_0006 AB - PURPOSE: The improvement or State Route (SR) 17 (Southern Tier Expressway) in the city of Elmira and towns of Elmira, Ashland, and Chemung, Chemung County, New York is proposed. The project corridor includes two segments of Route 17 between Exit 56 at SR 352 and Exit 59 at SR 427. The first segment begins approximately 0.37 mile east of the Exit 56 interchange at road mile (RM) 17 6205 1134 and ends approximately 0.93 mile west of the County Road (CR) 8 (Lowman Crossover) interchange at RM 17 6205 1210. There is an existing interchange located within the project limits, namely, the CR 8 (Lowman) interchange. The project would also include sections of CR 60 that run parallel to SR 17 on the north, CR 8 (Lowman Crossover), the Newtown Battlefield Road, and various other connecting road segments. The two segments of SR 17 are not fully access controlled and consist of two travel lanes in each direction, separated by a median varying in width from 20 feet to 26 feet. Recent federal legislation has designated SR 17 as a future interstate (Interstate 86). The proposed project would make this section of SR 17 fully access controlled and upgrade the highway, a rural principal arterial, to interstate standards. Five alternatives, including a No-Build Alternative, were considered in the final EIS of November 2007. The preferred alternative (Alternative 2, Option B) would provide for a controlled access highway on the existing SR 17 alignment from Jerusalem Hill to a point east of the existing connector road near Reed's Tavern, which a new diamond interchange would be provided. All at-grade access points would be eliminated and a 60-foot median would be provided throughout the corridor. The existing SR 17 westbound lanes would remain at their current location. The SR 17 eastbound lanes would be constructed further south between a point east of the Jerusalem Road connection and a point 0.2 mile west of the bridge over the Chemung River. Two travel lanes in each direction would be provided for mainline SR 17. Local access would be modified via the construction of new portions of CR 60 in between the existing sections to provide for a continuous parallel local road. A new diamond interchange would be constructed on SR 17 near the existing connector road just east of Reed's Tavern. Cost of the preferred alternative is estimated at $73.75 million. This attachment to the final EIS includes a record of decision issued by Jeffrey W. Kolb of the New York Division of the Federal Highway Administration approving the project. The decision is enclosed with a both volumes of the final EIS and includes appendices presenting comments on the final EIS and responses to the comments. POSITIVE IMPACTS: Upgrading ST 17 to interstate standards would stimulate and maintain economic growth identified as beneficial in local and regional planning and economic development documents. Transportation safety within the corridor would increase significantly due to access control and improved design. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two residential properties and one business 2.1 acres of wetlands, 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. As many as three archaeological sites potentially eligible for inclusion in the National Register of Historic Places would be affected. Noise impacts would seriously affect seven additional residences along the corridor. Park access would be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0242D, Volume 29, Number 2 and 08-0077F, Volume 32, Number 1, respectively. JF - EPA number: 070520, Record of Decision--26 pages, Volume 1--201 pages and maps, Volume 2--398 pages and maps, CD-ROM, December 7, 2007 PY - 2007 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-04-03-FS KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125095?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%29.&rft.title=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). [Part 5 of 14] T2 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). AN - 873125094; 13522-0_0005 AB - PURPOSE: The improvement or State Route (SR) 17 (Southern Tier Expressway) in the city of Elmira and towns of Elmira, Ashland, and Chemung, Chemung County, New York is proposed. The project corridor includes two segments of Route 17 between Exit 56 at SR 352 and Exit 59 at SR 427. The first segment begins approximately 0.37 mile east of the Exit 56 interchange at road mile (RM) 17 6205 1134 and ends approximately 0.93 mile west of the County Road (CR) 8 (Lowman Crossover) interchange at RM 17 6205 1210. There is an existing interchange located within the project limits, namely, the CR 8 (Lowman) interchange. The project would also include sections of CR 60 that run parallel to SR 17 on the north, CR 8 (Lowman Crossover), the Newtown Battlefield Road, and various other connecting road segments. The two segments of SR 17 are not fully access controlled and consist of two travel lanes in each direction, separated by a median varying in width from 20 feet to 26 feet. Recent federal legislation has designated SR 17 as a future interstate (Interstate 86). The proposed project would make this section of SR 17 fully access controlled and upgrade the highway, a rural principal arterial, to interstate standards. Five alternatives, including a No-Build Alternative, were considered in the final EIS of November 2007. The preferred alternative (Alternative 2, Option B) would provide for a controlled access highway on the existing SR 17 alignment from Jerusalem Hill to a point east of the existing connector road near Reed's Tavern, which a new diamond interchange would be provided. All at-grade access points would be eliminated and a 60-foot median would be provided throughout the corridor. The existing SR 17 westbound lanes would remain at their current location. The SR 17 eastbound lanes would be constructed further south between a point east of the Jerusalem Road connection and a point 0.2 mile west of the bridge over the Chemung River. Two travel lanes in each direction would be provided for mainline SR 17. Local access would be modified via the construction of new portions of CR 60 in between the existing sections to provide for a continuous parallel local road. A new diamond interchange would be constructed on SR 17 near the existing connector road just east of Reed's Tavern. Cost of the preferred alternative is estimated at $73.75 million. This attachment to the final EIS includes a record of decision issued by Jeffrey W. Kolb of the New York Division of the Federal Highway Administration approving the project. The decision is enclosed with a both volumes of the final EIS and includes appendices presenting comments on the final EIS and responses to the comments. POSITIVE IMPACTS: Upgrading ST 17 to interstate standards would stimulate and maintain economic growth identified as beneficial in local and regional planning and economic development documents. Transportation safety within the corridor would increase significantly due to access control and improved design. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two residential properties and one business 2.1 acres of wetlands, 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. As many as three archaeological sites potentially eligible for inclusion in the National Register of Historic Places would be affected. Noise impacts would seriously affect seven additional residences along the corridor. Park access would be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0242D, Volume 29, Number 2 and 08-0077F, Volume 32, Number 1, respectively. JF - EPA number: 070520, Record of Decision--26 pages, Volume 1--201 pages and maps, Volume 2--398 pages and maps, CD-ROM, December 7, 2007 PY - 2007 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-04-03-FS KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125094?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=O%27HARE+INTERNATIONAL+AIRPORT+MODERNIZATION%2C+CHICAGO%2C+ILLINOIS.&rft.title=O%27HARE+INTERNATIONAL+AIRPORT+MODERNIZATION%2C+CHICAGO%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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). [Part 4 of 14] T2 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). AN - 873125093; 13522-0_0004 AB - PURPOSE: The improvement or State Route (SR) 17 (Southern Tier Expressway) in the city of Elmira and towns of Elmira, Ashland, and Chemung, Chemung County, New York is proposed. The project corridor includes two segments of Route 17 between Exit 56 at SR 352 and Exit 59 at SR 427. The first segment begins approximately 0.37 mile east of the Exit 56 interchange at road mile (RM) 17 6205 1134 and ends approximately 0.93 mile west of the County Road (CR) 8 (Lowman Crossover) interchange at RM 17 6205 1210. There is an existing interchange located within the project limits, namely, the CR 8 (Lowman) interchange. The project would also include sections of CR 60 that run parallel to SR 17 on the north, CR 8 (Lowman Crossover), the Newtown Battlefield Road, and various other connecting road segments. The two segments of SR 17 are not fully access controlled and consist of two travel lanes in each direction, separated by a median varying in width from 20 feet to 26 feet. Recent federal legislation has designated SR 17 as a future interstate (Interstate 86). The proposed project would make this section of SR 17 fully access controlled and upgrade the highway, a rural principal arterial, to interstate standards. Five alternatives, including a No-Build Alternative, were considered in the final EIS of November 2007. The preferred alternative (Alternative 2, Option B) would provide for a controlled access highway on the existing SR 17 alignment from Jerusalem Hill to a point east of the existing connector road near Reed's Tavern, which a new diamond interchange would be provided. All at-grade access points would be eliminated and a 60-foot median would be provided throughout the corridor. The existing SR 17 westbound lanes would remain at their current location. The SR 17 eastbound lanes would be constructed further south between a point east of the Jerusalem Road connection and a point 0.2 mile west of the bridge over the Chemung River. Two travel lanes in each direction would be provided for mainline SR 17. Local access would be modified via the construction of new portions of CR 60 in between the existing sections to provide for a continuous parallel local road. A new diamond interchange would be constructed on SR 17 near the existing connector road just east of Reed's Tavern. Cost of the preferred alternative is estimated at $73.75 million. This attachment to the final EIS includes a record of decision issued by Jeffrey W. Kolb of the New York Division of the Federal Highway Administration approving the project. The decision is enclosed with a both volumes of the final EIS and includes appendices presenting comments on the final EIS and responses to the comments. POSITIVE IMPACTS: Upgrading ST 17 to interstate standards would stimulate and maintain economic growth identified as beneficial in local and regional planning and economic development documents. Transportation safety within the corridor would increase significantly due to access control and improved design. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two residential properties and one business 2.1 acres of wetlands, 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. As many as three archaeological sites potentially eligible for inclusion in the National Register of Historic Places would be affected. Noise impacts would seriously affect seven additional residences along the corridor. Park access would be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0242D, Volume 29, Number 2 and 08-0077F, Volume 32, Number 1, respectively. JF - EPA number: 070520, Record of Decision--26 pages, Volume 1--201 pages and maps, Volume 2--398 pages and maps, CD-ROM, December 7, 2007 PY - 2007 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-04-03-FS KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125093?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%29.&rft.title=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK (ATTACHMENT: RECORD OF DECISION). AN - 36346084; 13522 AB - PURPOSE: The improvement or State Route (SR) 17 (Southern Tier Expressway) in the city of Elmira and towns of Elmira, Ashland, and Chemung, Chemung County, New York is proposed. The project corridor includes two segments of Route 17 between Exit 56 at SR 352 and Exit 59 at SR 427. The first segment begins approximately 0.37 mile east of the Exit 56 interchange at road mile (RM) 17 6205 1134 and ends approximately 0.93 mile west of the County Road (CR) 8 (Lowman Crossover) interchange at RM 17 6205 1210. There is an existing interchange located within the project limits, namely, the CR 8 (Lowman) interchange. The project would also include sections of CR 60 that run parallel to SR 17 on the north, CR 8 (Lowman Crossover), the Newtown Battlefield Road, and various other connecting road segments. The two segments of SR 17 are not fully access controlled and consist of two travel lanes in each direction, separated by a median varying in width from 20 feet to 26 feet. Recent federal legislation has designated SR 17 as a future interstate (Interstate 86). The proposed project would make this section of SR 17 fully access controlled and upgrade the highway, a rural principal arterial, to interstate standards. Five alternatives, including a No-Build Alternative, were considered in the final EIS of November 2007. The preferred alternative (Alternative 2, Option B) would provide for a controlled access highway on the existing SR 17 alignment from Jerusalem Hill to a point east of the existing connector road near Reed's Tavern, which a new diamond interchange would be provided. All at-grade access points would be eliminated and a 60-foot median would be provided throughout the corridor. The existing SR 17 westbound lanes would remain at their current location. The SR 17 eastbound lanes would be constructed further south between a point east of the Jerusalem Road connection and a point 0.2 mile west of the bridge over the Chemung River. Two travel lanes in each direction would be provided for mainline SR 17. Local access would be modified via the construction of new portions of CR 60 in between the existing sections to provide for a continuous parallel local road. A new diamond interchange would be constructed on SR 17 near the existing connector road just east of Reed's Tavern. Cost of the preferred alternative is estimated at $73.75 million. This attachment to the final EIS includes a record of decision issued by Jeffrey W. Kolb of the New York Division of the Federal Highway Administration approving the project. The decision is enclosed with a both volumes of the final EIS and includes appendices presenting comments on the final EIS and responses to the comments. POSITIVE IMPACTS: Upgrading ST 17 to interstate standards would stimulate and maintain economic growth identified as beneficial in local and regional planning and economic development documents. Transportation safety within the corridor would increase significantly due to access control and improved design. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two residential properties and one business 2.1 acres of wetlands, 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. As many as three archaeological sites potentially eligible for inclusion in the National Register of Historic Places would be affected. Noise impacts would seriously affect seven additional residences along the corridor. Park access would be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0242D, Volume 29, Number 2 and 08-0077F, Volume 32, Number 1, respectively. JF - EPA number: 070520, Record of Decision--26 pages, Volume 1--201 pages and maps, Volume 2--398 pages and maps, CD-ROM, December 7, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-04-03-FS KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346084?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%29.&rft.title=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK+%28ATTACHMENT%3A+RECORD+OF+DECISION%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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK. AN - 36342914; 13060 AB - PURPOSE: The improvement or State Route (SR) 17 (Southern Tier Expressway) in the city of Elmira and towns of Elmira, Ashland, and Chemung, Chemung County, New York is proposed. The project corridor includes two segments of Route 17 between Exit 56 at SR 352 and Exit 59 at SR 427. The first segment begins approximately 0.37 mile east of the Exit 56 interchange at road mile (RM) 17 6205 1134 and ends approximately 0.93 mile west of the County Road (CR) 8 (Lowman Crossover) interchange at RM 17 6205 1210. There is an existing interchange located within the project limits, namely, the CR 8 (Lowman) interchange. The project would also include sections of CR 60 that run parallel to SR 17 on the north, CR 8 (Lowman Crossover), the Newtown Battlefield Road, and various other connecting road segments. The two segments of SR 17 are not fully access controlled and consist of two travel lanes in each direction, separated by a median varying in width from 20 feet to 26 feet. Recent federal legislation has designated SR 17 as a future interstate (Interstate 86). The proposed project would make this section of SR 17 fully access controlled and upgrade the highway, a rural principal arterial, to interstate standards. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The preferred alternative (Alternative 2, Option B) would provide for a controlled access highway on the existing SR 17 alignment from Jerusalem Hill to a point east of the existing connector road near Reed's Tavern, which a new diamond interchange would be provided. All at-grade access points would be eliminated and a 60-foot median would be provided throughout the corridor. The existing SR 17 westbound lanes would remain at their current location. The SR 17 eastbound lanes would be constructed further south between a point east of the Jerusalem Road connection and a point 0.2 mile west of the bridge over the Chemung River. Two travel lanes in each direction would be provided for mainline SR 17. Local access would be modified via the construction of new portions of CR 60 in between the existing sections to provide for a continuous parallel local road. A new diamond interchange would be constructed on SR 17 near the existing connector road just east of Reed's Tavern. Cost of the preferred alternative is estimated at $73.75 million. POSITIVE IMPACTS: Upgrading ST 17 to interstate standards would stimulate and maintain economic growth identified as beneficial in local and regional planning and economic development documents. Transportation safety within the corridor would increase significantly due to access control and improved design. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two residential properties and one business 2.1 acres of wetlands, 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. As many as three archaeological sites potentially eligible for inclusion in the National Register of Historic Places would be affected. Noise impacts would seriously affect seven additional residences along the corridor. Park access would be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0242D, Volume 29, Number 2. JF - EPA number: 070520, Volume 1--201 pages and maps, Volume 2--398 pages and maps, CD-ROM, December 7, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-04-03-F KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342914?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+COUNTY%2C+NEW+YORK.&rft.title=NYS+ROUTE+17%2C+ELMIRA+TO+CHEMUNG%2C+TOWN+AND+CITY+OF+ELMIRA%2C+TOWNS+OF+ASHLAND+AND+CHEMUNG%2C+CHEMUNG+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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IOWA 100 EXTENSION AROUND CEDAR RAPIDS, LINN COUNTY, IOWA (FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT). AN - 36349904; 13055 AB - PURPOSE: The construction of an eight-mile extension of Iowa 100 on new alignment long an abandoned rail rights-of-way from the highway's current terminus at Edgewood Road to US 30 west of Cedar Rapids in Linn County, Iowa is proposed. The highway is a major north-south and east-west arterial linking western Cedar Rapids to Interstate 380 (I-380). Travel demand within the study area has grown from 1.85 million miles in 1980 to 3.27 million miles in 1994, and growth is expected to continue at roughly two percent per year through 2030. The proposal and a No Action Alternative are considered in this final supplement to the final EIS of 1979. The preferred alternative (Alternative 1) would provide a four-lane, divided, fully controlled access facility. Beginning at US 30, Iowa 100 would be a four-lane divided rural facility west of and parallel to 80th Street to near Ellis Road. North of Ellis Road, the extension would follow an abandoned railroad right-of-way to the project terminus at Edgewood Road. Iowa 100 would transition from a four-lane divided rural highway to an urban, four-lane, divided highway on the west side of the Cedar River. Interchanges could be provided at US 30, E Avenue, Iowa 94, and Edgewood Road, and a bicycle/pedestrian path, extending from Morgan Creek Park to the AEGON corporate offices on Edgewood Road, could be included in the project design. Construction costs for the project are estimated at $128 million. POSITIVE IMPACTS: The extended highway would accommodate planned growth and the associated travel demand increases on the west side of Cedar Rapids., provide an efficient connection between the west side of the city to I-380 and the city's northeast side, and reduce congestion and associated problems on the road network in the general project area. An alternate route would be provided from through traffic in the event of major traffic congestion on I-380 in the central part of Cedar Rapids or on Edgewood Road. NEGATIVE IMPACTS: Rights-of-way requirements would displace 13 residences and one business, and 423 acres of land, including 28 acres of wetlands, 12.7 acres of upland forest, and 272.7 acres of farmland. Four floodplains would be traversed. A total of 27 farms would be affected, and 18 housing units and up to one business would be displaced. The alignment would traverse four water courses. The alignment would require acquisition of property from the Tock Island County Preserve. Fifty sensitive receptors would be exposed to traffic noise in excess of federal standards. Habitat for the federally protected bald eagle and the state-listed byssus skipper butterfly could be affected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 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 supplement, see 01-0444D, Volume 25, Number 4. JF - EPA number: 070515, 311 pages and maps, December 6, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-78-04-FS KW - Air Quality Assessments KW - Birds KW - Endangered Species (Animals) KW - Floodplains KW - Forests KW - Insects KW - Highways KW - Highway Structures KW - Hydrologic Assessments KW - Noise Standards Violations KW - Preserves KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Wetlands KW - Iowa KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349904?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-12-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IOWA+100+EXTENSION+AROUND+CEDAR+RAPIDS%2C+LINN+COUNTY%2C+IOWA+%28FINAL+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=IOWA+100+EXTENSION+AROUND+CEDAR+RAPIDS%2C+LINN+COUNTY%2C+IOWA+%28FINAL+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: December 6, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69/TRANS-TEXAS CORRIDOR STUDY. AN - 36342887; 13052 AB - PURPOSE: The implementation of the Interstate 69/Trans-Texas Corridor (I-69/TTC) project is proposed. A part of the U.S. Congress-initiated National I-69 Corridor, the multimodal corridor would also constitute an element of the I-69/TTC system. The facility would extend from Texarkana to the Texas/Mexico border near Laredo and/or the Rio Grande Valley. The fully developed corridor would include high-speed passenger rail (two tracks), freight rail (two tracks), two separate truck controlled access highway lanes in each direction, and a multi-purpose utility corridor. The facility would lie within a 1,200-foot-wide corridor. The TCC concept would apply only to Texas; it would not extend beyond Texas borders. The I-69 highway modes would extend to Shreveport, Louisiana to connect with the National I-69 Corridor system. In addition to the No Action Alternative and an alternative that would provide for modification of existing facilities, this draft EIS considers 75 new location corridor alternatives and seven reasonable connector corridors. The initially conceived study area generally follows the National I-69 Corridor (Corridor 18 and Corridor 20) and was established to develop and evaluate the alternatives. The general corridor area extends 650 miles from Texarkana to Laredo, with connections to the National I-69 Corridor near Shreveport and to the Rio Grande Valley following US 77 and US 281. The study area was subsequently extended west of Houston due to constraints on development in the Houston metropolitan area. The corridor was also expanded to provide connectivity between Laredo and Corpus Christi. The I-69/TTC project would be completed in phases over the next 50 years, with alignments prioritized according to state transportation needs. A preferred alternative has been identified amongst the new location alternatives. POSITIVE IMPACTS: The I-69/TTC corridor would improve the international, interstate, and intrastate movement of goods and people; address anticipated south and east Texas transportation for the next 50 years; and sustain and enhance the economic vitality of Texas. NEGATIVE IMPACTS: Rights-of-way acquisition and facility development would require displacement of residences, businesses, and community facilities as well as agricultural land, forested land, wetlands, and other natural areas and the associated wildlife habitat. Facility uses would disrupt communities via severances and increased ambient noise levels. Cultural resource values, including both historic and archaeological sites, would be damaged or destroyed. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.). JF - EPA number: 070512, Draft EIS--237 pages and maps, Figures--442 pages (oversized), Appendices A through F--99 pages, Appendices G and H--233 pages (oversize), Appendices I.--61 pages (oversize, December 5, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-07-02-D KW - Communication Systems KW - Community Facilities KW - Cultural Resources Assessments KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise KW - Railroads KW - Relocations-Property Acquisitions KW - Pipelines KW - Transmission Lines KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Intermodal Surface Transportation Act of 1991, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342887?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=O%27HARE+INTERNATIONAL+AIRPORT+MODERNIZATION%2C+CHICAGO%2C+ILLINOIS.&rft.title=O%27HARE+INTERNATIONAL+AIRPORT+MODERNIZATION%2C+CHICAGO%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Draft. Preparation date: December 5, 2007 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Ground-truthing seismic refraction tomography for sinkhole detection in Florida AN - 755154892; 2010-079531 JF - Eos, Transactions, American Geophysical Union AU - Hiltunen, D R AU - Hudyma, N AU - Quigley, T P AU - Samakur, C AU - Anonymous Y1 - 2007/12// PY - 2007 DA - December 2007 SP - Abstract NS21A EP - 03 PB - American Geophysical Union, Washington, DC VL - 88 IS - 52, Suppl. SN - 0096-3941, 0096-3941 KW - United States KW - tomography KW - limestone KW - penetration tests KW - ground-penetrating radar KW - stormwater KW - mapping KW - karst KW - refraction KW - Florida KW - ground water KW - sedimentary rocks KW - percolation KW - construction KW - detention basins KW - soils KW - hydrology KW - bedrock KW - pollutants KW - drainage KW - cone penetration tests KW - geophysical methods KW - radar methods KW - pollution KW - resistivity KW - seismic methods KW - aquifers KW - detection KW - sinkholes KW - runoff KW - surveys KW - risk assessment KW - carbonate rocks KW - solution features KW - filters KW - 20:Applied geophysics KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/755154892?accountid=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=Ground-truthing+seismic+refraction+tomography+for+sinkhole+detection+in+Florida&rft.au=Hiltunen%2C+D+R%3BHudyma%2C+N%3BQuigley%2C+T+P%3BSamakur%2C+C%3BAnonymous&rft.aulast=Hiltunen&rft.aufirst=D&rft.date=2007-12-01&rft.volume=88&rft.issue=52%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 2007 fall 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 - CODEN - EOSTAJ N1 - SubjectsTermNotLitGenreText - aquifers; bedrock; carbonate rocks; cone penetration tests; construction; detection; detention basins; drainage; filters; Florida; geophysical methods; ground water; ground-penetrating radar; hydrology; karst; limestone; mapping; penetration tests; percolation; pollutants; pollution; radar methods; refraction; resistivity; risk assessment; runoff; sedimentary rocks; seismic methods; sinkholes; soils; solution features; stormwater; surveys; tomography; United States ER - TY - JOUR T1 - Site characterization and seismic response of Dumbarton Bridge AN - 755153078; 2010-078074 JF - Eos, Transactions, American Geophysical Union AU - Ke, T AU - Castle, J AU - Yang, C AU - Law, H AU - Lam, I AU - Mohan, S AU - Anonymous Y1 - 2007/12// PY - 2007 DA - December 2007 SP - Abstract S21A EP - 0233 PB - American Geophysical Union, Washington, DC VL - 88 IS - 52, Suppl. SN - 0096-3941, 0096-3941 KW - United States KW - site exploration KW - East Palo Alto California KW - characterization KW - Alameda County California KW - seismic response KW - California KW - engineering geology KW - Dumbarton Bridge KW - piers KW - aseismic design KW - bridges KW - earthquakes KW - San Mateo County California KW - Newark California KW - design KW - 30:Engineering geology KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/755153078?accountid=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=Site+characterization+and+seismic+response+of+Dumbarton+Bridge&rft.au=Ke%2C+T%3BCastle%2C+J%3BYang%2C+C%3BLaw%2C+H%3BLam%2C+I%3BMohan%2C+S%3BAnonymous&rft.aulast=Ke&rft.aufirst=T&rft.date=2007-12-01&rft.volume=88&rft.issue=52%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 2007 fall 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 - CODEN - EOSTAJ N1 - SubjectsTermNotLitGenreText - Alameda County California; aseismic design; bridges; California; characterization; design; Dumbarton Bridge; earthquakes; East Palo Alto California; engineering geology; Newark California; piers; San Mateo County California; seismic response; site exploration; United States ER - TY - JOUR T1 - Cement deep soil mixing (CDSM) for solidification of soft estuarine sediments AN - 51237587; 2008-073792 JF - Marine Georesources & Geotechnology AU - Maher, A AU - Douglas, W S AU - Yang, D AU - Jafari, F AU - Schaefer, V R Y1 - 2007/12// PY - 2007 DA - December 2007 SP - 221 EP - 235 PB - Taylor & Francis, London VL - 25 IS - 3-4 SN - 1064-119X, 1064-119X KW - United States KW - stabilization KW - soil mechanics KW - in situ KW - Newark Bay KW - sedimentation KW - pollution KW - Passaic River KW - cement deep soil mixing technology KW - solidification KW - remediation KW - dredged materials KW - hydration KW - dredging KW - estuarine sedimentation KW - slurries KW - stiff clays KW - sediments KW - New Jersey KW - cement KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51237587?accountid=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=Marine+Georesources+%26+Geotechnology&rft.atitle=Cement+deep+soil+mixing+%28CDSM%29+for+solidification+of+soft+estuarine+sediments&rft.au=Maher%2C+A%3BDouglas%2C+W+S%3BYang%2C+D%3BJafari%2C+F%3BSchaefer%2C+V+R&rft.aulast=Maher&rft.aufirst=A&rft.date=2007-12-01&rft.volume=25&rft.issue=3-4&rft.spage=221&rft.isbn=&rft.btitle=&rft.title=Marine+Georesources+%26+Geotechnology&rft.issn=1064119X&rft_id=info:doi/10.1080%2F10641190701699319 L2 - http://www.ingentaconnect.com/content/tandf/umgt LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - Number of references - 9 N1 - Document feature - illus. incl. 4 tables N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - cement; cement deep soil mixing technology; dredged materials; dredging; estuarine sedimentation; hydration; in situ; New Jersey; Newark Bay; Passaic River; pollution; remediation; sedimentation; sediments; slurries; soil mechanics; solidification; stabilization; stiff clays; United States DO - http://dx.doi.org/10.1080/10641190701699319 ER - TY - JOUR T1 - Seasonal frost effects on the soil-foundation-structure interaction system AN - 51236862; 2008-073888 AB - This paper presents the results of more than one year's monitoring efforts and analysis of the effects of environmental variables on the dynamic properties of a selected bridge in Anchorage, Alaska. A seismic monitoring system was installed on the bridge to study these effects. The dynamic properties of the bridge have been identified from the recorded time histories which include ambient noises, traffic-induced vibrations, and small-magnitude earthquakes. Hourly air temperature data from nearby meteorological station during the period of study were collected to estimate the frozen soil depth for modeling purpose. A finite-element model and multiple-input autoregressive model were applied to study the effects of environmental variables on the dynamic properties. The results show that the environmental variables can significantly affect the dynamic properties by modifying the stiffness of the bridge system and the seasonal frost is found to have the dominating effects over air temperature on the bridge dynamic properties in cold regions. The results show that the models explain well the variation of dynamic properties with environmental variables. JF - Journal of Cold Regions Engineering AU - Yang, Zhaohui Joey AU - Dutta, Utpal AU - Zhu, Deju AU - Marx, Elmer AU - Biswas, Niren Y1 - 2007/12// PY - 2007 DA - December 2007 SP - 108 EP - 120 PB - American Society of Civil Engineers, New York, NY VL - 21 IS - 4 SN - 0887-381X, 0887-381X KW - United States KW - stiffness KW - data processing KW - stability KW - frequency KW - freezing KW - seismic response KW - finite element analysis KW - autoregression KW - seismic risk KW - digital simulation KW - vibration KW - Anchorage Alaska KW - bridges KW - soil mechanics KW - monitoring KW - numerical models KW - statistical analysis KW - prediction KW - effects KW - Southern Alaska KW - soil-structure interface KW - frost action KW - risk assessment KW - Alaska KW - seasonal variations KW - frozen ground KW - earthquakes KW - regression analysis KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51236862?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Cold+Regions+Engineering&rft.atitle=Seasonal+frost+effects+on+the+soil-foundation-structure+interaction+system&rft.au=Yang%2C+Zhaohui+Joey%3BDutta%2C+Utpal%3BZhu%2C+Deju%3BMarx%2C+Elmer%3BBiswas%2C+Niren&rft.aulast=Yang&rft.aufirst=Zhaohui&rft.date=2007-12-01&rft.volume=21&rft.issue=4&rft.spage=108&rft.isbn=&rft.btitle=&rft.title=Journal+of+Cold+Regions+Engineering&rft.issn=0887381X&rft_id=info:doi/10.1061%2F%28ASCE%290887-381X%282007%2921%3A4%28108%29 L2 - http://scitation.aip.org/cro/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - Number of references - 16 N1 - PubXState - NY N1 - Document feature - illus. incl. 3 tables N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - Alaska; Anchorage Alaska; autoregression; bridges; data processing; digital simulation; earthquakes; effects; finite element analysis; freezing; frequency; frost action; frozen ground; monitoring; numerical models; prediction; regression analysis; risk assessment; seasonal variations; seismic response; seismic risk; soil mechanics; soil-structure interface; Southern Alaska; stability; statistical analysis; stiffness; United States; vibration DO - http://dx.doi.org/10.1061/(ASCE)0887-381X(2007)21:4(108) ER - TY - JOUR T1 - Canadian Geotechnical Journal = Revue Canadienne de Geotechnique AN - 50613665; 2008-112889 JF - Canadian Geotechnical Journal = Revue Canadienne de Geotechnique AU - Bathurst, Richard J AU - Vlachopoulos, Nicholas P AU - Walters, Dave L AU - Burgess, Peter G AU - Allen, Tony M Y1 - 2007/12// PY - 2007 DA - December 2007 SP - 1484 EP - 1490 PB - National Research Council of Canada, Ottawa, ON VL - 44 IS - 12 SN - 0008-3674, 0008-3674 KW - soil mechanics KW - failures KW - retaining walls KW - engineering properties KW - stiffness KW - reinforced materials KW - mechanical properties KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50613665?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.atitle=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.au=Bathurst%2C+Richard+J%3BVlachopoulos%2C+Nicholas+P%3BWalters%2C+Dave+L%3BBurgess%2C+Peter+G%3BAllen%2C+Tony+M&rft.aulast=Bathurst&rft.aufirst=Richard&rft.date=2007-12-01&rft.volume=44&rft.issue=12&rft.spage=1484&rft.isbn=&rft.btitle=&rft.title=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.issn=00083674&rft_id=info:doi/10.1139%2FT07-102 L2 - http://pubs.nrc-cnrc.gc.ca/rp-ps/journalDetail.jsp?jcode=cgj&lang=eng LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - Number of references - 9 N1 - PubXState - ON N1 - Document feature - illus. N1 - SuppNotes - For reference to original see Bathurst, R. J., et al., Canadian Geotechnical Journal, Vol. 43, 1225-1237, 2006; for reference to discussions see Leshchinsky, D., Canadian Geotechnical Journal, Vol. 44, No. 12, p. 1479-1482, 2007, and Barrett, R. K., Canadian Geotechnical Journal, Vol. 44, No. 12, p. 1483, 2007 N1 - Last updated - 2012-06-07 N1 - CODEN - CGJOAH N1 - SubjectsTermNotLitGenreText - engineering properties; failures; mechanical properties; reinforced materials; retaining walls; soil mechanics; stiffness DO - http://dx.doi.org/10.1139/T07-102 ER - TY - JOUR T1 - Clarification of Ethanol-Positive Case Using Urine Serotonin Metabolite Ratio AN - 20854785; 8343831 AB - This paper intends to provide investigators with information useful in determining the presence of postmortem ethanol in fatal accidents and a case history of an accident that involved postmortem alcohol formation is presented. An ethanol-positive fatal case initially reported as being from ingestion was ultimately determined to be from postmortem ethanol production using the ratio of two serotonin metabolites found in urine. This case involved a transportation accident that could have resulted in additional hardships for the victim's family through loss of compensation and reputation. JF - Journal of Analytical Toxicology AU - Canfield, D AU - Brink, J AU - Johnson, R AU - Lewis, R AU - Dubowski, K AD - Federal Aviation Administration, AAM-610, Research Y1 - 2007/12// PY - 2007 DA - Dec 2007 SP - 592 EP - 595 VL - 31 IS - 9 SN - 0146-4760, 0146-4760 KW - Toxicology Abstracts KW - Accidents KW - Urine KW - Metabolites KW - Serotonin KW - Ethanol KW - X 24380:Social Poisons & Drug Abuse UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20854785?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxicologyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Analytical+Toxicology&rft.atitle=Clarification+of+Ethanol-Positive+Case+Using+Urine+Serotonin+Metabolite+Ratio&rft.au=Canfield%2C+D%3BBrink%2C+J%3BJohnson%2C+R%3BLewis%2C+R%3BDubowski%2C+K&rft.aulast=Canfield&rft.aufirst=D&rft.date=2007-12-01&rft.volume=31&rft.issue=9&rft.spage=592&rft.isbn=&rft.btitle=&rft.title=Journal+of+Analytical+Toxicology&rft.issn=01464760&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-07-01 N1 - Last updated - 2015-03-27 N1 - SubjectsTermNotLitGenreText - Accidents; Urine; Metabolites; Serotonin; Ethanol ER - TY - RPRT T1 - INTERSTATE 73 SOUTH, DILLON, HORRY, AND MARION COUNTIES, SOUTH CAROLINA. AN - 36342818; 13049 AB - PURPOSE: The construction of a segment of Interstate 73 (I-73) in new alignment in Dillon, Horry, and Marion counties of northeastern South Carolina is proposed. The study corridor extends from southeast from I-95 and is bounded to the northeast by the North Carolina-South Carolina state line, to the southeast by US 17, and to the southwest by the eastern edge of the Great Pee Dee River floodplain, US 38, and US 501. The facility would terminate at SC Route 22 in Horry County; SC 22 would be converted to become a segment of I-73. The typical section would accommodate a six-lane facility with corridors for future rail lines and allowances for frontage roads where appropriate. More specifically, the facility would provide for two lanes of traffic in each direction. In the future, when traffic volumes increased to a point that additional lanes would be necessary in order to maintain an acceptable level of service, an additional lane in each direction could be added within the median. An estimated 400-foot-wide rights-of-way would be acquired where frontage roads were planned. Where frontage roads were not required, a 300-foot rights-of-way would be adequate. The build alternatives under consideration in this draft EIS would extend from 42.6 miles to 48.3 miles. Interchanges would provide access to and from I-95, US 501, SC 41A, US 76, and SC 22. Certain alternatives would also provide interchanges at SC 41, S-23, or S-308. In addition to the eight build alternatives under consideration, this final EIS considers a No-Build Alternative. POSITIVE IMPACTS: The new section of interstate would provide a freeway link between I-95 and the Myrtle Beach region to serve residents, businesses, and tourists while fulfilling congressional intent in an environmentally responsible and community sensitive manner. In addition to providing system linkage, the freeway would promote economic development, relieve local traffic congestion, enhance multimodal planning, and improve hurricane evacuation from the South Carolina coast. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 45 to 109 residences, six to 18 commercial structures, 1,708 to 2,155 acres of farmland, 413 to 492 acres of wetlands, 1,884 to 2,194 acres of upland habitat, 94 to 321 acres of floodplain, 991 to 1,144 acres of high-density archaeological resource area, and, possibly, one park. The project could directly disturb one historic site and would visually affect one to two such sites. From 41 to 66 stream crossings would be necessary, affecting five to 10 streams exhibiting outstanding water quality and two to seven streams with impaired water quality. One wildlife species of concern could be affected under any of three alternatives. Numerous structures would be affected by noise levels in excess of federal standards. LEGAL MANDATES: Department of Transportation Act of 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 06-0422D, Volume 30, Number 3. JF - EPA number: 070509, 1,721 pages and maps, November 30, 2007 PY - 2007 KW - Roads and Railroads KW - Archaeological Sites KW - Creeks KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Hurricanes KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - South Carolina KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342818?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-11-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+73+SOUTH%2C+DILLON%2C+HORRY%2C+AND+MARION+COUNTIES%2C+SOUTH+CAROLINA.&rft.title=INTERSTATE+73+SOUTH%2C+DILLON%2C+HORRY%2C+AND+MARION+COUNTIES%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: November 30, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PLATTSMOUTH BRIDGE STUDY, CASS COUNTY, NEBRASKA AND MILLS COUNTY, IOWA (PROJECT NO. DPS-34-7(114)). AN - 36348613; 13042 AB - PURPOSE: The rehabilitation of the Portsmouth Bridge across the Missouri River, connecting Cass County, Nebraska and Mills County, Iowa is proposed. Approximately 6.4 miles or 6.6 mills of highway, including the bridge would be constructed on new alignment. The existing bridge is structurally and functionally deficient, with an expected useful life ending in 2020. A 1996 draft EIS outlined two potential corridors, one providing a replacement of the existing bridge and the other to connect northern Cass County, just south of the Platte River to Mills County. The latter corridor was deemed unreasonable as it would have traversed the Schilling Wildlife Management Area in Nebraska and would cross the Missouri River in a potentially sensitive habitat for a protected fish species. Ultimately, it was decided that two bridges were needed, one to serve local access problems and the other to serve regional transportation needs. In 2001, a bypass initiative was forwarded. Now, the federal and state authorities are proposing to maintain, improve, or replace the existing bridge using a new alignment with termini at US 75 and Interstate 9 (I-29). The corridor is bordered on the south and the north by Horning Road and the Platte River, respectively. Three alternatives, including a No-Built Alternative, were considered in the draft EIS of June 2005. Both build alternatives would involve construction of a new structure and the existing bridge would no longer be used for vehicular transportation. Either alternative would consider a new alignment; Alternative 3 could use the existing alignment for the reconstructed highway. Three alternatives, including a No Action Alternative, have been carried forward into the final EIS. However, lack of funding for the project has resulted in the withdrawal of the proposed eastern bypass and new bridge construction. The currently preferred alternative would involve rehabilitation of the existing structure and abandonment, for the time being, of the bypass proposal. POSITIVE IMPACTS: The project would improve the connection between US 75 and the eastern terminus of Interstate 2. Substandard alignment and geometric deficiencies on the connecting bridge approach roads would be corrected. Local connectivity in Cass County, Plattsmouth, and southwest Iowa would be maintained. NEGATIVE IMPACTS: Rights-of-way requirements for the new bridge and bypass alternatives respectively, would have resulted in the displacement of 190 or 204 acres of developed and undeveloped land, 59 or 79 acres of farmland in Nebraska, 11.5 or 13.3 acres of wetlands, 1,921 or 1,988 feet of waterways, 23.2 or 25.1 acres to floodplain, 36.5 or 11.8 acres of forested upland, and three or one historic and/or archaeological resource sites. The bypass/new bridge alternatives would have resulted in the diagonal severance of three or seven properties. Either alternative would have displaced 10 residences and/or businesses, affect one recreational site, and encounter one hazardous materials site. Impacts of the preferred bridge refurbishment alternative would have negligible impacts. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0656D, Volume 29, Number 4. JF - EPA number: 070502, 366 pages and maps, November 20, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-NE-EIS-04-03-F KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Iowa KW - Nebraska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348613?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-11-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PLATTSMOUTH+BRIDGE+STUDY%2C+CASS+COUNTY%2C+NEBRASKA+AND+MILLS+COUNTY%2C+IOWA+%28PROJECT+NO.+DPS-34-7%28114%29%29.&rft.title=PLATTSMOUTH+BRIDGE+STUDY%2C+CASS+COUNTY%2C+NEBRASKA+AND+MILLS+COUNTY%2C+IOWA+%28PROJECT+NO.+DPS-34-7%28114%29%29.&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 - 2008-12-30 N1 - SuppNotes - Final. Preparation date: November 20, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KIRBY PARKWAY, MACON ROAD TO WALNUT GROVE ROAD, MEMPHIS, SHELBY COUNTY, TENNESSEE (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1991). AN - 36342110; 13019 AB - PURPOSE: Construction of a 2.5-mile highway, to be known as Kirby Parkway, from Walnut Grove Boulevard to the intersection of Whitten and Macon roads in Memphis, Tennessee is proposed in this draft supplement to the final EIS of August 1991 and the Environmental Reevaluation of March 2001. The entire Kirby Parkway project study area extends 10 miles north to south along a corridor in eastern Shelby County, Tennessee. This draft supplement examines alternatives not considered in the final EIS. Three alternatives are considered for the corridor extending from the northern intersection of Humphreys Boulevard and Walnut Grove Road through Shelby Farms to south of Interstate 40 (I-40) at Macon Road. The new alternatives include the addition of a new interchange, intersection modifications, and a reduction in the number of travel lanes from six to four to allow for the provision of a landscaped median. The project would include improvements and existing sections of Whitten Road between Kirby Parkway and Macon Road. From Macon Road following Whitten Road to Mullins Station Road, the preferred alternative would provide for four, 12-foot travel lanes, a 14-foot center turn lane, 10-foot shoulders, and curb-and-gutter sections on either side of the roadway, within a 1000-foot rights-of-way. The cross-section would also incorporate five-foot sidewalks on either side of the roadway. From Walnut Grove Road to Mullins Station Road, the parkway would feature four, 12-foot lanes, 12-foot outside shoulders, six-foot inside shoulders, and a variable width depressed median within a 220-foot rights-of-way. The project would provide a new grade-separated interchange with Walnut Grove Road, located approximately 1,900 east of the newly constructed Wolf River Bridge and 3,5000 feet west of the existing signalized intersection of Walnut Grove Road and Farm Road. The trumpet interchange design would require Walnut Grove Road to be relocated north of the existing roadway by 450 feet to provide for the loop ramp. The alternative would provide Farm Road with right-in/right-out access to westbound Walnut Grove Road, while eliminating access to eastbound Walnut Grove Road. Access to Walnut Grove Road would be via Kirby Parkway. POSITIVE IMPACTS: The Kirby Parkway would benefit travelers at local, state, and regional levels by improving accessibility to nearby and remote employment opportunities, markets, and services. The new route would facilitate not only through traffic between I-240 and I-40, but also the commuting populations of Bartlett, Germantown, and surround residential areas via improved connectivity. Planned recreational uses of nearby Shelby Farms would be enhanced. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of five residences, 1.8 acres of wetlands. Approximately 320 linear feet of stream would have to be relocated. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 070483, 84 pages, November 8, 2007 PY - 2007 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342110?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KIRBY+PARKWAY%2C+MACON+ROAD+TO+WALNUT+GROVE+ROAD%2C+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1991%29.&rft.title=KIRBY+PARKWAY%2C+MACON+ROAD+TO+WALNUT+GROVE+ROAD%2C+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1991%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: November 8, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH LAWRENCE TRAFFICWAY (PROJECT 10-23K-3359-13) FROM U.S. 59 TO K-10 HIGHWAY, DOUGLAS COUNTY, KANSAS: SECTION 404 PERMIT APPLICATION (ADOPTION BY THE FEDERAL HIGHWAY ADMINISTRATION AND THE KANSAS DEPARTMENT OF TRANSPORTATION). AN - 36341523; 13011 AB - PURPOSE: The construction of a new roadway around the western and southern sides of the city of Lawrence in Douglas County, Kansas is proposed. The facility, to be known as the South Lawrence Trafficway, would follow the existing Thirty-first Street alignment between Louisiana Street and Haskell Avenue, running adjacent to the Haskell Indian Nations University (HINU) campus. New information brought forth by the administration of HINU has made it necessary to study further the impacts of the proposed action in the vicinity of the HINU campus and review alternatives to the proposed action. The analysis presented in this final supplemental EIS is limited to the area between U.S. 59 on the west and Kansas Route 10 on the east, a distance of approximately six miles. The northern and southern limits of this corridor are Twenty-third Street and the Wakarusa River, respectively. The portion of the project from the Kansas Turnpike (Interstate 70) to U.S. 59 has been constructed and is open to traffic. Construction on the portion of the project under consideration in the final supplemental EIS has been suspended to address spiritual, cultural, academic, and development concerns expressed by HINU authorities. Four alternatives, including a No Build Alternative, are considered. The No Build Alternative is the preferred alternative. Through the issuance of this final EIS, the Federal Highway Administration, in cooperation with the Kansas Department of Transportation, adopt the final EIS, has accepted the conclusions of the U.S. Army Corps of Engineers with respect to wetland impacts and mitigation of wetlands impacts under Section 404(b) of the Federal Water Pollution Control Act of 1972. POSITIVE IMPACTS: Elimination of the segment of the project bordering HINU would preserve the cultural, spiritual, and academic character of the campus. The displacement of residences and agricultural land and ecologically sensitive areas, such as state-designated critical habitat for a federally-designated endangered species. NEGATIVE IMPACTS: The preferred action would not contribute to relieving congestion on existing 23rd Street and Iowa Street as planned. The Douglas County circumferential transportation system would be incomplete. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 87-0111D, Volume 11, Number 3 and 90-0044F, Volume 14, Number 1, respectively. For the abstract of the final supplement to the final EIS, see 00-0229F, Volume 24, Number 2. JF - EPA number: 070475, Volume 1--141 pages and maps, Volume 2-CD-ROM, Volume 3-CD-ROM, November 2, 2007 PY - 2007 KW - Roads and Railroads KW - Community Development KW - Cultural Resources KW - Employment KW - Endangered Species (Animals) KW - Highways KW - Indian Reservations KW - Minorities KW - Noise Assessments KW - Safety KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Kansas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36341523?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+LAWRENCE+TRAFFICWAY+%28PROJECT+10-23K-3359-13%29+FROM+U.S.+59+TO+K-10+HIGHWAY%2C+DOUGLAS+COUNTY%2C+KANSAS%3A+SECTION+404+PERMIT+APPLICATION+%28ADOPTION+BY+THE+FEDERAL+HIGHWAY+ADMINISTRATION+AND+THE+KANSAS+DEPARTMENT+OF+TRANSPORTATION%29.&rft.title=SOUTH+LAWRENCE+TRAFFICWAY+%28PROJECT+10-23K-3359-13%29+FROM+U.S.+59+TO+K-10+HIGHWAY%2C+DOUGLAS+COUNTY%2C+KANSAS%3A+SECTION+404+PERMIT+APPLICATION+%28ADOPTION+BY+THE+FEDERAL+HIGHWAY+ADMINISTRATION+AND+THE+KANSAS+DEPARTMENT+OF+TRANSPORTATION%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Kansas City, Kansas; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: November 2, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UNITED STATES HIGHWAY 8, WIS 35(N) TO US 53, POLK AND BARRON COUNTIES, WISCONSIN. AN - 36348781; 13002 AB - PURPOSE: Construction of a four-lane highway along approximately 40 miles of US 8 extending from Wisconsin 35 (N) (WIS 35 (N)) to US 53 in Polk and Barron counties, Wisconsin is proposed. Within the study corridor limits, the highway passes through the communities of Range and Poskin, the villages of Turtle Lake and Almena, and the city of Barron. The corridor also passes through the towns of St. Croix Falls, Balsam Lake, Apple River, Beaver, Almena, Clinton, Barron, and Stanley. US 8, primarily a two-lane highway, with four-lane sections in the village of Turtle and the city of Barron, is a rural principal east-west arterial route across central Wisconsin and constitutes a component of the National Highway System. Four-lane highways lie at either end of the study corridor, which is classified as a connector route in the Corridors 2020 state highway plan. The corridor under consideration is currently characterized by inadequate capacity along much of the highway, excessive accident rates in urban areas, and substandard roadway design. Alternatives under consideration in this final EIS include a No Action Alternative, implementation of a transportation system management plan, addition of passing lanes to the existing highway, and provision of a four-lane facility within the corridor. The corridor was divided into seven segments to study the four-lane alternatives, each segment having one or more alternatives that could be built on the existing alignment or on a new alignment. In addition, the four-lane alternatives provide bypass alternatives for Turtle Lake and Barron. A preliminarily preferred four-lane alternative is identified. Estimated cost of the preferred alternative is $115.2 million . POSITIVE IMPACTS: Provision of a multi-lane highway in the study corridor would improve safety and increase capacity on a route of national, state, and local importance, easing freight and traveler transport in the region. Recent and anticipated growth along the corridor and beyond would be supported. Substandard roadway design would be ameliorated, reducing accident rates. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of several hundred acres of land, a number of residences and businesses, two archaeological resource sites and one historic building, a significant extent of wetlands and agricultural lands and forest, and public lands associated with Cattail Trail. A number of waterbodies would be traversed. Construction workers would encounter several hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0420D, Volume 30, Number 3. JF - EPA number: 070466, 707 pages and maps, November 1, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-USH 8-EIS-06-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Creeks KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Trails KW - Transportation KW - Wetlands KW - Wisconsin 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/36348781?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UNITED+STATES+HIGHWAY+8%2C+WIS+35%28N%29+TO+US+53%2C+POLK+AND+BARRON+COUNTIES%2C+WISCONSIN.&rft.title=UNITED+STATES+HIGHWAY+8%2C+WIS+35%28N%29+TO+US+53%2C+POLK+AND+BARRON+COUNTIES%2C+WISCONSIN.&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 - 2008-04-01 N1 - SuppNotes - Final. Preparation date: November 1, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOSSAN: LOS ANGELES TO SAN DIEGO PROPOSED RAIL CORRIDOR IMPROVEMENT STUDIES IN THE STATE OF CALIFORNIA. AN - 36342458; 13001 AB - PURPOSE: The implementation of improvements to the LOSSAN rail corridor, which traversed Orange County, connecting Los Angeles and San Diego, California, is proposed. Travel along the Los Angeles-San Diego corridor is largely served by Interstate 5 (I-5) and the LOSSAN rail corridor. The rail corridor is used by Amtrak intercity passenger rail service, Metrolink and Coaster commuter rail services, and the Burlington Northern and Santa Fe Railway (BNSF) freight service. The rail corridor loosely parallels I-5 from Los Angeles Union Station through Orange County to San Diego's Santa Fe Depot. Southern California's existing transportation network, including this rail corridor, is currently operating at or near its design capacity, resulting in severe congestion. In addition to the proposed action, this final EIS considers a No Action Alternative, which would involve no corridor improvements beyond those projects already programmed. The action alternative, known as the Rail Improvements Alternative, include a number of grade separations, rail alignment alternatives, and other improvements, resulting in a completely double-tracked rail corridor through Orange County to San Diego, with four tracks between Los Angeles Union Station and Fullerton. Trains would be able to achieve their maximum operational speeds of up to 110 to 125 miles per hour, reducing trip times. Elimination of at-grade crossings in many locations and installation of state-of-the-art safety and signaling systems would also be incorporated throughout the corridor. Two options are available, specifically a partially grade-separated system and a fully grade-separated system. Daily rail service volume along the corridor in 2020 would consist of 16 intercity trains, between nine and 29 commuter trains (depending on the segment of the corridor considered), and four to six freight trains. Costs of the action alternative are estimated to range from $3.8 billion to $5.4 billion in 2003 dollars. Cost estimates include rights-of-way acquisition, and provision of additional track, tunneling, trenching, stations, and mitigation measures. POSITIVE IMPACTS: The extended rail system would help meet the Southern California region's current transportation demands, as well as help to address the expected increase in intercity travel demand resulting from the anticipated population growth over the next 20 years. In addition to accommodating the expected demand volume, the improvements would reduce trip times, promote more reliable service, and increase the reliability and flexibility of the system. Grade separation of the system would reduce train/vehicular conflicts and the associated safety hazards. NEGATIVE IMPACTS: Fuel consumption from the number of locomotives traveling in the LOSSAN corridor would not change, since train traffic along the corridor would nearly double by 2020 with or without the proposed improvements. Under either alternative, annual locomotive energy consumption for operations would be the equivalent of approximately 361,922 barrels of oil. Construction of the rail improvements would consume 14,066 British thermal units. Rights-of-way development could result in the displacement of wetlands and other wildlife habitat for special status species. Temporary impacts during construction could be potentially significant, particularly in sensitive areas lagoon habitats. LEGAL MANDATES: Intermodal Surface Transportation Efficiency Act of 1991 (49 U.S.C. 101 et seq.) and Transportation Equity Act for the 21st Century (112 Stat. 107). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0225D, Volume 29, Number 2. JF - EPA number: 070465, 1,863 pages and maps, October 31, 2007 PY - 2007 KW - Roads and Railroads KW - Air Quality Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Energy Consumption KW - Impact Assessment Methodology KW - Lagoons KW - Noise Assessments KW - Rapid Transit Systems KW - Railroad Structures KW - Railroads KW - Safety KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Tunnels (Railroads) KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Intermodal Surface Transportation Efficiency Act of 1991, Compliance KW - Transportation Equity Act for the 21st Century, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342458?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOSSAN%3A+LOS+ANGELES+TO+SAN+DIEGO+PROPOSED+RAIL+CORRIDOR+IMPROVEMENT+STUDIES+IN+THE+STATE+OF+CALIFORNIA.&rft.title=LOSSAN%3A+LOS+ANGELES+TO+SAN+DIEGO+PROPOSED+RAIL+CORRIDOR+IMPROVEMENT+STUDIES+IN+THE+STATE+OF+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: October 31, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COACHELLA VALLEY MULTIPLE SPECIES HABITAT CONSERVATION PLAN AND ASSOCIATED NATURAL COMMUNITY PLAN AND SANTA ROSA AND SAN JACINTO MOUNTAINS TRAILS PLAN, RIVERSIDE COUNTY, CALIFORNIA (SUPPLEMENTAL RECIRCULATED FINAL ENVIRONMENTAL IMPACT STATEMENT). AN - 36341094; 13004 AB - PURPOSE: The implementation of a mutlispecies habitat conservation plan, an associated natural community conservation, and a trails plans for a 1.2-million-acre planning area within the Santa Rosa and San Jacinto Mountains in Riverside County, California is proposed. The plans are in response to the application for an incidental take permit for species related to activities that have the potential to result in take, pursuant to Section 10(a)(1)(B) of the Endangered Species Act of 1973 and its implementing regulations and policies. The Coachella Valley constitutes the westernmost extension of the Colorado River subunit of the Sonoran Desert and provides unique and diverse habitats that support many highly specialized species or plants and animals. The multispecies habitat conservation plan and natural community conservation plan would encompass 1.2 million acres and provide for a net planning area of 1.1 million acres, excluding Indian reservation lands not covered by the plan. the planning area extends from the Cabazon area of the San Gorgonio Pass in the northwest to lands surrounding the northern portions of the Salton Sea to the southeast. The planning area also includes mountainous areas and most of he associated watersheds surrounding the valley floor. The plan would provide for a conservation preserve system encompassing 723,480 acres of existing public and private conservation lands and the acquisition and/or management of 166,380 acres of additional conservation lands. Six Alternatives, including a No Action Alternative, are considered in this supplemental recirculated final EIS. The preferred alternative (Alternative A) would seek commitments by local, state, and federal agencies to implement the multispecies plan, acquire land and develop land management strategies by governments at all levels, provide for permanent preserve protection and management of habitats and populations of plant and animal species conserved in the Coachella Valley planning area, issue take permits in exchange for the i9mplementtation of an integrated conservation strategy and maintenance of the preserve system, seek issuance of take permits from federal and state authorities to permit land use and development that disturbs target species' habitats and natural communities covered under the plan, and incorporate amendments to the California Desert Conservation Area Plan into the multispecies plan. POSITIVE IMPACTS: The overall management scheme would help maintain and enhance the biological diversity and ecosystem processes in the area, while allowing for future economic growth within the Coachella Valley. Plan implementation would provide for permanent open space, community edges, and recreational opportunities and otherwise contribute to the community character of the valley. Enhancement of recreational resources would also enhance one of the area's most valuable economic resources, namely, tourism. NEGATIVE IMPACTS: Land uses and developments in some areas would be significantly limited, impeding economic growth in some cases. Incidental take of federally protected species would result in the loss of individuals, but the efforts to protect species at the population level would not be affected. Periodic drain and flood control activity would alter natural flooding and other hydrologic processes, and the use of off-highway vehicles in the area would damage natural communities. LEGAL MANDATES: Endangered Species Act of 1973 (16 U.S.C. 1531 et seq.) and Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0199D, Volume 29, Number 2 and 06-0259F, Volume 30, Number 2, respectively. JF - EPA number: 070468, Volume 1--2,217 pages, Volume 2--89 pages, Volume 3--921 pages and maps, Volume 4--642 pages, Volume 5--788 pages. CD-ROM, October 31, 2007 PY - 2007 KW - Land Use KW - Agency number: FES 07-41 KW - Conservation KW - Desert Land KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Hydrology KW - Indian Reservations KW - Land Acquisitions KW - Land Management KW - Open Space KW - Preserves KW - Trails KW - Water Resources Management KW - Wildlife Habitat KW - Wildlife Management KW - California KW - Sonoran Desert KW - Endangered Species Act of 1973, Compliance KW - Federal Land Policy and Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36341094?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=O%27HARE+INTERNATIONAL+AIRPORT+MODERNIZATION%2C+CHICAGO%2C+ILLINOIS.&rft.title=O%27HARE+INTERNATIONAL+AIRPORT+MODERNIZATION%2C+CHICAGO%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Fish and Wildlife Service, Carlsbad, California; DOI N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: October 31, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HARRISONBURG SOUTHEAST CONNECTOR LOCATION STUDY, ROCKINGHAM COUNTY AND CITY OF HARRISONBURG, VIRGINIA. AN - 36348734; 13000 AB - PURPOSE: The construction of the Harrisonburg Southeast Connector, traversing the southeastern metropolitan area of the city of Harrisonburg in Rockingham County, Virginia is proposed. The new facility would extend from US 11 to US 33. Direct east-west links across the study area connecting major activity centers and major highways are limited. Most roads across the area are secondary facilities that are narrow, winding, hilly, and discontinuous. The country development plan indicates that this area should be made available for commercial, residential and industrial development and proposes water and sewer services to serve that growth, resulting in the need for supporting transportation infrastructure improvements. Six build alternatives and a No-Build Alternative are considered in detail in this final EIS. Combinations of multiple build alternatives are also discussed. The essential differences distinguishing alternatives involve alignment routing. Depending on the route chosen, the facility would extend 3.1 to 8.6 miles. The facility would utilize two lane sections with paves shoulders and four-lane sections with paved shoulders and a graded or raised median. Certain four-lane sections would include curbs and gutters, sidewalks, and bikeways. POSITIVE IMPACTS: The connector would enhance east-west mobility in the metropolitan area significantly and accommodate anticipated future development in the southeastern sector. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 167 acres of land, 28 residences, one business, up to seven farms, 16 acres of prime farmland, 31 acres of farmland of statewide importance, up to 0.8 acre of wetlands and one acre of floodplain, and 14.9 acres of forested land. The project would requirement alteration of 1,381 linear feet of stream. One historic property would be adversely impacted. Traffic-generated noise would exceed federal standards in the vicinity of 11 sensitive receptor sites. Construction workers would encounter one hazardous materials site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0278D, Volume 30, Number 2. JF - EPA number: 070464, Final EIS--68 pages, Draft EIS--98 pages, October 29, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-06-01-F KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Streams KW - Transportation KW - Virginia 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/36348734?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HARRISONBURG+SOUTHEAST+CONNECTOR+LOCATION+STUDY%2C+ROCKINGHAM+COUNTY+AND+CITY+OF+HARRISONBURG%2C+VIRGINIA.&rft.title=HARRISONBURG+SOUTHEAST+CONNECTOR+LOCATION+STUDY%2C+ROCKINGHAM+COUNTY+AND+CITY+OF+HARRISONBURG%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Richmond, Virginia; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: October 29, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE 82/85/11 CORRIDOR, SALEM, MONTVILLE, EAST LYME, AND WATERFORD, CONNECTICUT. AN - 36344151; 12994 AB - PURPOSE: The improvement of the Route 82/85/11 corridor in Salem, Montville, East Lyme, and Waterford in New London County, Connecticut is proposed. The corridor extends from the current terminus of Route 11 along Routes 82 and 85, to Interstate 395 (I-395) and I-95. Routes 82, 85, and 11 serve a vital transportation function in southern Connecticut, acting as major travel routes between the capital region and the southeast shoreline area. However, this primarily, two-lane corridor is regarded inadequate to meet safety and efficiency needs for the volume of traffic handled. Transportation studies within the corridor, generally from Colchester to Waterford, date back to the 1950s. Studies undertaken over more than a decade led to construction of the first segment of Route 11 from Route 2 in Colchester to Route 82 in Salem, which was completed in 1972. While plans called for extension of Route 11 to the I-95/I-395 area in Waterford, actual construction was deferred, due to funding constraints, in the 1970s. This final EIS addresses several build alternatives, a No Build Alternative, Transportation System Management alternatives, and Transportation Demand Management/transit options. Build alternatives include widening of the affected highways to a more uniform two-lane cross-section or to a four-lane cross-section and relocation alternatives involving two- or four-lane cross-sections. The design and construction phases of the two-lane alternatives on the existing alignments would require two years for each phase, while design and construction phases of the four-lane alternatives on the existing alignments would require two years and four years, respectively. The design and construction phases of the highways on new alignments would require two and six years, respectively. The preferred alternative would provide for a four-lane limited access highway following an 8.5-mile alignment from the I-95/I-395 interchange in East Lyme and Watford to the existing terminus of Route 11 at Route 82 in Salem. POSITIVE IMPACTS: The new location alternatives incorporating the four-lane cross-section would complete the final link in the limited access highway system connecting the southern terminus of Route 11 in Salem to I-95/I-395 in Waterford; separate local and through traffic in the area; improve safety for motorists, pedestrians, and cyclists; increase road capacity to acceptable levels; sustain community character in the face of regional growth and development, and support local planning objectives. All other alternatives would meet only and, in some cases only partially meet, some of these goals. NEGATIVE IMPACTS: Rights-of-way requirements would displace 140.6 acres of forest habitat, 8.4 acres of prime farmland, and 16.6 acres of wetlands and encroach on 2.9 acres of floodplains and could impact habitat for three state-listed sensitive plant species, two bird species of special state-level concern, one spate-listed herpetofauna species, and two state-listed invertebrates. The facility would traverse eight perennial and five intermittent streams, some of which support fish populations, and affect four seasonal pools directly and 28 indirectly. Eleven residences, one home-based business, employing two workers, six parcels of vacant land, and portions of 33 parcels of vacant land would be displaced. Stream crossings would degrade water quality and otherwise affect fish habitat. Any four-lane alternative would adversely affect 25 known prehistoric sites and an estimated 100 as yet identified sites. Other build alternatives would affect lesser numbers of sites. The project would affect 16 archaeologic sites eligible for inclusion in the National Register of Historic Places Construction activities would result in significant cut-and-fill excavations, affecting topographic, geologic, and hydrologic characteristics of the area. Noise levels generated by traffic along the corridor would exceed federal standards at numerous locations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (16 U.S.C. 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 99-0161D, Volume 23, Number 2. JF - EPA number: 070458, Volume I--541 pages and maps, Volume II--721 pages and maps, October 26, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-CT-EIS-98-01-F KW - Archaeological Sites KW - Birds KW - Creeks KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Floodplains KW - Forests KW - Highways KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Wetlands KW - Connecticut KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344151?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=O%27HARE+INTERNATIONAL+AIRPORT+MODERNIZATION%2C+CHICAGO%2C+ILLINOIS.&rft.title=O%27HARE+INTERNATIONAL+AIRPORT+MODERNIZATION%2C+CHICAGO%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Glastonbury, Connecticut; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: October 26, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IMPLEMENTATION OF BASE REALIGNMENT AND CLOSURE (BRAC) AND ASSOCIATED ACTIONS FOR THE 104TH FIGHTER WING, MASSACHUSETTS AIR NATIONAL GUARD AT WESTFIELD-BARNES AIRPORT, WESTFIELD , MASSACHUSETTS. AN - 36342892; 12993 AB - PURPOSE: The implementation of Base Realignment and Closure (BRAC) Commission recommendations of 2005 and related actions is proposed with respect to the 104th Fighter Wing of the Massachusetts Air National Guard, located Westfield-Barnes Airport, Westfield, Massachusetts. the BRAC Commission recommended that the 104th Fighter Wing convert from the use of A-10 fighter aircraft to F-15 fighter aircraft. In association with the aircraft conversion, the current close air support mission associated with the A-10 would change to the air superiority/air sovereignty alert mission normally associated with the F-15. As part of the aircraft conversion and mission change, the 104th Fighter Wing would be supplemented by an authorized increase of 139 personnel. To accommodate the mission change, several construction and demolition projects at the fighter wing installation at the Westfield-Barnes Airport would be undertaken. Under the proposed action, approximately 90 percent of the take-offs would toward the north, via Runway 02. Under the alternative to the proposed action, all components of the action would remain as described under the proposed action, except that aircraft takeoffs would largely take place from Runway 20, resulting in approximately 90 percent of the take-offs occurring to the south of the airport. The landings and pattern work would be the save for all action alternatives. Under the proposed aircraft training operations would include 2,725 annual training sorties, resulting in a total of 3,400 flying hours each year. The airspace utilized by the 104th Fighter Wing would include Warning Areas 102 and 105 located over the Atlantic Ocean off the east coast of the U.S., the Yankee Military Operations Area (MOA), the Condor MOA, and Military Training Route Visual Route 840. Aircraft training operations associated with the proposed alternative would not result in any substantial changes or increases in the use of airspace since training operations would essentially simply replace operations currently performed by the F-15 aircraft associated with Otis Air National Guard Base, which would no longer service F-15 aircraft as a result of the 2005 BRAC Commission recommendations. In addition to the proposed action and action alternative, this final EIS considers a No Action Alternative. POSITIVE IMPACTS: Realignment of the abovementioned military and support functions would streamline U.S. Army operations, particularly in the area of logistics. Economic efficiencies of scale would be significant. The influx of personnel and the significant increase in military and nonmilitary activities at Fort Belvoir Lee would significantly boost local employment rolls and otherwise benefit the local economy. NEGATIVE IMPACTS: Aircraft noise at Westfield-Barnes Airport and within residential neighborhoods within the noise contour around the airport would increase substantially, violating federal noise standards, and the frequency of noise emissions would rise as well. The population would be exposed to regular sonic booms. Low-income residences of the community would be disproportionately affected by noise impacts. LEGAL MANDATES: Defense Base Closure and Realignment Act of 2005. JF - EPA number: 070457, Final EIS--171 pages, Appendices--379 pages, October 25, 2007 PY - 2007 KW - Defense Programs KW - Air Quality Assessments KW - Aircraft KW - Aircraft Noise KW - Airports KW - Buildings KW - Demolition KW - Environmental Justice KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Noise Assessments KW - Weapon Systems KW - Otis Air National Guard Base KW - Massachusetts KW - Defense Base Closure and Realignment Act of 1990, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342892?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IMPLEMENTATION+OF+BASE+REALIGNMENT+AND+CLOSURE+%28BRAC%29+AND+ASSOCIATED+ACTIONS+FOR+THE+104TH+FIGHTER+WING%2C+MASSACHUSETTS+AIR+NATIONAL+GUARD+AT+WESTFIELD-BARNES+AIRPORT%2C+WESTFIELD+%2C+MASSACHUSETTS.&rft.title=IMPLEMENTATION+OF+BASE+REALIGNMENT+AND+CLOSURE+%28BRAC%29+AND+ASSOCIATED+ACTIONS+FOR+THE+104TH+FIGHTER+WING%2C+MASSACHUSETTS+AIR+NATIONAL+GUARD+AT+WESTFIELD-BARNES+AIRPORT%2C+WESTFIELD+%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Massachusetts Air National Guard, Westfield, Massachusetts; ARMY N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: October 25, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 1, EVANSVILLE TO OAKLAND CITY, INDIANA. AN - 36344011; 12982 AB - PURPOSE: The construction of a 13-mile section of Interstate 69 (I-69) in Indiana from I-64 in Evansville to State Route (SR) 64 in Oakland City is proposed. This is final EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The corridor, which is part of the expanding Oakland City/Evansville urban development area, has experienced rapid population growth and structural development in recent years, placing stress on the existing transportation system. The project corridor has been divided into three segments for development of alternatives. Alternatives carried forward for detailed consideration include two each for the south and central segments and three for the north segment. The preferred alternative for the south segment would begin at the Blue Bell Road/Warrenton Road bridge over I-164 and continue 3.9 miles northward to a point 900 feet north of Pigeon Creek. The preferred alternative for the central segment would begin at the northern terminus of the south segment and extend 5.4 miles northeastward to a point approximately 3,000 feet south of County Road (CR) 450S. The preferred alternative for the north segment would begin at the northern terminus of the central segment and extend 3.6 miles to the north to north of the proposed SR 64 interchange. The three preferred alternatives are collectively known as Alternative 4. Estimated cost of the preferred alternative, combining the preferred alternatives for the south, central, and north segments, ranges from $210.4 million to $219.6 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the corridor study area. Economic performance in the area would be boosted NEGATIVE IMPACTS: Rights-of-way requirements for all segments would displace 720 acres of land within 114 parcels, 18 residences, 1.5 acres of wetlands, 33.1 acres of forest, and 613 acres of farmland. The highway would traverse 770 feet of perennial stream, 10,090 feet of intermittent stream, and 4,035 feet of ephemeral stream, affecting 35.7 acres of floodplain and requiring relocation of 2,850 feet of stream. Thirteen public road closures would be necessary. The project would affect the wildlife corridors at Pigeon Creek bridge and beneath the I-69 bridge over CR 450S. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0122D, Volume 31, Number 1. For the abstracts of the Tier 1 draft and final EISs, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. JF - EPA number: 070446, Final EIS--778 pages and maps, Appendices on CD-ROM, October 19, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-06-01-F KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cost Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Impact Assessment Methodology KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 106 Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344011?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+1%2C+EVANSVILLE+TO+OAKLAND+CITY%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+1%2C+EVANSVILLE+TO+OAKLAND+CITY%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: October 19, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CENTRAL SUBWAY/THIRD STREET LIGHT RAIL PROJECT, CITY AND COUNTY OF SAN FRANCISCO, CALIFORNIA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1998). [Part 5 of 6] T2 - CENTRAL SUBWAY/THIRD STREET LIGHT RAIL PROJECT, CITY AND COUNTY OF SAN FRANCISCO, CALIFORNIA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1998). AN - 756825033; 13625-080399_0005 AB - PURPOSE: The implementation of Phase 2 of the Third Street Light Rail Project in order to provide improved mass transit service to the communities in southeastern San Francisco, California, is proposed. Due to plans to develop Mission Bay, Hunters Point, and other areas, the southeastern corridor is projected to experience a 39 percent increase in population and a 35 percent increase in employment by the year 2015. Currently, mass transit needs in the area are being met only by existing bus lines. Three alternatives, including a No Project Alternative And a Transportation System Management Alternative, were considered in the final EIS of November 1998. The proposed Alternative would involve the construction of a light rail transit (LRT) line linking some or all of Chinatown, downtown, South of Market, Potrero Hill, Bayview Hunters Point, and Visitacion Valley/Little Hollywood neighborhoods, primarily along the Third Street corridor. A LRT maintenance and storage facility would be constructed on 13 acres north of Pier 80. The line would be operated at service levels comparable to existing San Francisco Municipal Railway (MUNI) Metro service frequencies and hours. The project was planned to be completed in two phases. The initial LRT line, which was completed and opened for operation in April 2007, extends 5.4 miles from the Market Street Subway to the Caltrain Bayshore Station near the County line. The second phase, considered in this final supplement to the final EIS, would extend seven miles, including 1.75 miles of subway north of King Street to a station at Stockton and Clay streets. Once again, three alternatives, including a No Action Alternative (Alternative 1), are considered in this supplemental EIS. Alternative 2, which would provide for a modified version of the design and alignment set out in the 1998 final EIS, would use King, Third, Harrison, Kearny, and Geary streets as well as Fourth and Stockton streets, with a shallow tunnel crossing of Market Street and subway stations at Moscone, Market Street, Union Square, and Chinatown and a surface platform at Third and King streets. Alternative 3 would minimize impacts to the Central Subway phase of the Third Street LRT project by operating exclusively on Fourth and Stockton streets and using a deep (rather than shallow) tunnel under market Street. Two design options are under consideration with respect to Alternative 3. The capital costs of Alternative 2 and options A and B of Alternative 3 are estimated at $1.7 billion, $1.4 billion, and $1.2 billion, respectively. POSITIVE IMPACTS: The project would address deficiencies in the existing transit system serving southeastern San Francisco and provide transportation infrastructure to support planned economic development in the region. The project would result in a reduction in traffic congestion, vehicle miles traveled, and fossil fuel consumption. NEGATIVE IMPACTS: The construction would require the displacement of eight to 10 small businesses and one to 17 residential units as well as on- and off-street parking spaces; displacements would take place in a low-income neighborhood with a predominately minority population. One to 26 archaeological sites and numerous historic structures, including one in the Chinatown Historic District, would be affected by the project. Vibrations would be experienced at two residential locations. Earthquake-induced hazardous material spills could occur at the maintenance facility. Construction workers would encounter hazardous waste sites. LEGAL MANDATES: Executive Order 12898, Intermodal Surface Transportation Efficiency Act of 1991 (P.L. 94-373), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the draft supplemental EIS, see 07-0482D, Volume 31, Number 4. For the abstracts of the draft and final EISs, see 98-0121D, Volume 22, Number 2 and 99-0056F, Volume 23, Number 1, respectively. JF - EPA number: 080399, Final Supplemental EIS--998 pages, Response to Comments--372 pages, Errata--17 pages, October 18, 2007 PY - 2007 VL - 5 KW - Roads and Railroads KW - Archaeological Sites KW - Bridges KW - Buildings KW - Central Business Districts KW - Earthquakes KW - Economic Assessments KW - Environmental Justice KW - Hazardous Wastes KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Minorities KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Storage KW - Transportation KW - Underground Structures KW - Urban Structures KW - California KW - Executive Order 12898, Compliance KW - Intermodal Surface Transportation Efficiency Act of 1991, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756825033?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+SUBWAY%2FTHIRD+STREET+LIGHT+RAIL+PROJECT%2C+CITY+AND+COUNTY+OF+SAN+FRANCISCO%2C+CALIFORNIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1998%29.&rft.title=CENTRAL+SUBWAY%2FTHIRD+STREET+LIGHT+RAIL+PROJECT%2C+CITY+AND+COUNTY+OF+SAN+FRANCISCO%2C+CALIFORNIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1998%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: October 18, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. [Part 18 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824966; 13592-080367_0018 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. This attachment to the draft EIS of October 2007 presents an appendix covering property displacement impacts of the proposed action. 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 alternative 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. 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 abstract of the draft and draft supplemental EISs, see 07-0480D, Volume 31, Number 4 and 08-0067D, Volume 32, Number 1, respectively. JF - EPA number: 080367, Volume 1-- 481 pages, Volume 2--575 pages, Volume 3--712 pages, Volume 1-- 521 pages, Volume 5-- 403 pages, Volume 6--577 pages, Volume 7--294, Volume 8--102 pages (oversize, October 18, 2007 PY - 2007 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/756824966?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: October 18, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. [Part 1 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824956; 13592-080367_0001 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. This attachment to the draft EIS of October 2007 presents an appendix covering property displacement impacts of the proposed action. 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 alternative 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. 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 abstract of the draft and draft supplemental EISs, see 07-0480D, Volume 31, Number 4 and 08-0067D, Volume 32, Number 1, respectively. JF - EPA number: 080367, Volume 1-- 481 pages, Volume 2--575 pages, Volume 3--712 pages, Volume 1-- 521 pages, Volume 5-- 403 pages, Volume 6--577 pages, Volume 7--294, Volume 8--102 pages (oversize, October 18, 2007 PY - 2007 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/756824956?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: October 18, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. [Part 20 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824939; 13592-080367_0020 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. This attachment to the draft EIS of October 2007 presents an appendix covering property displacement impacts of the proposed action. 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 alternative 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. 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 abstract of the draft and draft supplemental EISs, see 07-0480D, Volume 31, Number 4 and 08-0067D, Volume 32, Number 1, respectively. JF - EPA number: 080367, Volume 1-- 481 pages, Volume 2--575 pages, Volume 3--712 pages, Volume 1-- 521 pages, Volume 5-- 403 pages, Volume 6--577 pages, Volume 7--294, Volume 8--102 pages (oversize, October 18, 2007 PY - 2007 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/756824939?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: October 18, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. [Part 8 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824913; 13592-080367_0008 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. This attachment to the draft EIS of October 2007 presents an appendix covering property displacement impacts of the proposed action. 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 alternative 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. 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 abstract of the draft and draft supplemental EISs, see 07-0480D, Volume 31, Number 4 and 08-0067D, Volume 32, Number 1, respectively. JF - EPA number: 080367, Volume 1-- 481 pages, Volume 2--575 pages, Volume 3--712 pages, Volume 1-- 521 pages, Volume 5-- 403 pages, Volume 6--577 pages, Volume 7--294, Volume 8--102 pages (oversize, October 18, 2007 PY - 2007 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/756824913?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: October 18, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. [Part 16 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824908; 13592-080367_0016 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. This attachment to the draft EIS of October 2007 presents an appendix covering property displacement impacts of the proposed action. 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 alternative 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. 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 abstract of the draft and draft supplemental EISs, see 07-0480D, Volume 31, Number 4 and 08-0067D, Volume 32, Number 1, respectively. JF - EPA number: 080367, Volume 1-- 481 pages, Volume 2--575 pages, Volume 3--712 pages, Volume 1-- 521 pages, Volume 5-- 403 pages, Volume 6--577 pages, Volume 7--294, Volume 8--102 pages (oversize, October 18, 2007 PY - 2007 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/756824908?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH.&rft.title=MOUNTAIN+VIEW+CORRIDOR%2C+SALT+LAKE+AND+UTAH+COUNTIES%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah (APPENDIX 6A: PROPERTY IMPACTS; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: October 18, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. [Part 7 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824901; 13592-080367_0007 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. This attachment to the draft EIS of October 2007 presents an appendix covering property displacement impacts of the proposed action. 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